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REPORT 


ON  THE 


ENGINEERING    AND    OPERAT- 
ING FEATURES 


OF  THE 


CHICAGO 
TRANSPORTATION     PROBLEM 


SUBMITTED    TO 


THE  COMMITTEE   ON  LOCAL  TRANSPORTATION  OF 
THE  CHICAGO  CITY   COUNCIL. 


BY 


BION  JOSEIMI  AKNULU.   M.   S.,   M.    IMt.,   E.  E. 
Chicago, 
novemhkk,    19(12. 


Av(= 


(LV 


CONTENTS. 


Patrc. 
( 'rdiiianco   AiUhoriziiii;-   the   l\xccuti()n     of    a   Contract   for   Ivxpcrt 

Services 7 

Contract  Between  the  City  of  Chicago  and  Uion  J.  Arnold 9 

Xames  of  Members  of  the  Committee  on  Local  Transportation  of 

the  City  Council  of  the  City  of  Chicag'o 12 

Letter  of  Transmittal    13 

Summary  of  Conclusions  and  Reconinundations 17 


Part 
I  'art 

"^Part 
0- 

■A 

'i.  Part 

*>^'Part 

Part 
<.ha] 


TKXT    01*    RKPORT. 

C.eneral  Discussion  of  Street  Railway  Systems  and  Con- 
ditions   Governing   Them    23 

Inadequacy  of  Present  Terminals  and  Service  With 
Recommendations  for  lmi)rovenient  Lnder  Divi- 
sional   ( )wncrshi[)    31 

C.rowth  of   Poi)ulation   and   13evelopment  of  the  Trans- 
portation   L)Usiness,    with    a   Discussion    of    Probable 
Future    Increase   and    an    Analysis    of   Capitalization 
and  Financial  Results  ( )btained  in  Past  C)peration.  .      55 
Through    Routes,    Universal    Transfers,    and    the    One- 

City-(  )ne-Fare    Question    107 

Discussion  of  a  New,  Reorganized  and   I'nified  System 

of  Street  Railways  for  Chicago 115 

Technical  Problems,  \^aluations  and  Ivstimates 133 

)ter   I .     Subways   1 33 

lUectric  Conduit  S\stem   15^ 

iClectrolysis   I  do 

I'nion  b'levated  Loop 162 

Track  Rails  and  'iVack  Construction \(k) 

Unit  Price  Estimates 182 

N'aluation  Ivstimates   196 

X.     X'aluation  of  Lines  Under  h.xpiring  Crants 205 

9.     Cost  Estimates 23 1 


W. 

y. 


.\i'I'i:ni)ki:s. 

.^Appendix   A — Present    Routes,    Length   of   Round    Trip,    Time   and 
^                                Maximum   Number  (»f  Cars  (  )perated  bv  the  Chi- 
cago Union  Traction  Company 241 

\p|iendix  1*. —  Present  Loo])s,  Length  of  i\ound  Trips.  Time  and 
Maximum  Number  of  Cars  Operated  by  the  Chi- 
cago City  Railway  Comjjany 255 

3 

00 155 


4  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Pafjre. 

A]i|)cn(lix  C — Recommended  Routes  for  the  Operation  of  Cars  Un- 
der Unification  of  Ownership  of  the  Chicago  City 
Railway  Company  and  tlie  Cliicago  l^'nion  Trac- 
tion Company   256 

Appen(H\'  D — Recommended  Routes  in  Business  District  for  the  Op- 
eration of  Cars  Under  Divisional  Ownership  with 
Joint  Use  of  Tracks,  as  Shown  on  Map  No.  3 259 

AppencHx  E — Schedule  Showing  Points  at  Which  Transfers  Are  Is- 
sued and  Received  by  the  Chicago  City  Railway 
Company   261 

Appendix  F — Schedule  Showing  Points  at  Which  Transfers  Are  Is- 
sued and  Received  bv  Chicago  Union  Traction  Com- 
pany   271 

Appendix  G — Streets  on  Which  1  '■acks  of  Chicago  City  Railway  Are 
Laid  and  Distances  in  Feet  of  Street  and  Single 
Track 292 

Appendix  H — Streets  on  Which  Tracks  of  the  Chicago  Union  Trac- 
tion Company  Are  Laid  and  Distances  in  Feet  of 
Street  and  Single  Track 293 

Appendix  I — Streets  on  Which  Tracks  of  the  Chicago  Consolidated 
Traction  Companv  Are  Laid  and  Distances  in  Feet 
of  Street  and  Single  Track 295 

Appendix  J — Streets  Recommended  on  Which  to  Construct  Tracks 
in  the  Creation  of  the  System  Outlined  in  Part  5, 
Showing  Mileage  of  Street,  Type  of  Track  and 
Amount  in  Feet  and  Miles,  Giving  Amount  to  Be 
Constructed  in  Subways  and  Amount  of  Under- 
ground Conduit  Type  for  Terminals  and  Distrilju- 
ting  System  in  Business  Center 296 

Index   299 

PLATICS. 

Numbered  from  i  to  15.  inclusive,  following  Index. 

No.  I.  Tvpical  Cross  Section  of  Double  Track  Subway  in  80  Foot 
Street  Over  Large  Tunnel. 

Tvpical  Subway  in  66  Foot  Street  over  Small  Tunnel. 

Ty])ical  Subway  in  80  Foot  Street  at  Station  Point. 

Tvpical  Plan  of  Station  Entranci^s  on  Subway  Streets. 

Tvpical  Plan  of  Station  Entrances  on  Intersecting  Streets. 

Ty])ical  Longitudinal  Section  Through  Subway  Station. 

Tvpical  Cross  Section  of  Single  Track  Subway  in  \\'abash  Ave- 
nue for  Ascent  to  Elevated  Structure. 

Tvpical  Plan  Showing  Method  of  Passing  Wires  Under  Sta- 
tion Platforms. 

Tvpical  Station  at  Intersection  of  High  and  Low  Level  Sub- 
ways. 

Tvpical  Underground  Conduit  Railway  Construction. 


No. 

2. 

No. 

.^• 

No. 

4- 

No. 

S- 

No. 

6. 

No. 

7- 

No. 

8. 

No. 

9- 

No. 

[Q. 

CON'JENTS 


Xo.  II.  Tyjjical  riKkTiiround  L'oiiduil  l\ail\vay  C'oiistnKiiuii.  Showing 
Detail  of  Manholes. 

Xo.    12.     Comparative  i'opulation  Curves  of  DilTerenl  Cities. 

.\d.  13.  (.'urves  of  Population  Increase  and  ^'early  Rale  of  l^ecrease  of 
Rate  of  Increase. 

.\o.  14.  Curves  Showing  Future  Population  of  Chicago  and  Gross  Pas- 
senger Receipts,  Covering  a  Period  of  ^2  ^'ears  from  Jan- 
uary  1st,   lyoo. 

Xo.  15.  Curves  Showing  Future  Operating  Expenses  of  a  System  of 
Street  Railways  for  Chicago  Capahle  of  Earning  the  Gross 
Receipts  v^liown  on  Plate  14. 


MAPS. 

Xumhered  1  to  14,  inclusive,  in  Supplement  Separatel\-  liound. 

Xo.      I.     Present  Tracks  in  Pusiness  District. 

.Xo.     2.     Re-arrangement  of  Down-Town  Surface  Terminal  Poop  Tracks 

(  ln(le[)en(lent  Loops). 
Xo.     3.     Re-arrangement  of  Down-Town  Sm-face  Terminal  Poop  Tracks 
(Joint  Use  of  Tracks). 
Present  Routing  of  Cars  on  All  Streets. 

Subway  Routes  of  High  and  Low  Level  Subway.  Plan  Xo.  2. 
Location  of  Present  Cars  at  Time  of  Maximum  ( )j)eration. 


Xo. 

4 

Xo. 

5 

Xo. 

6 

Xo. 

7 

Xo. 

s 

Xo. 

9 

Xo. 

10 

X. .. 

1  1 

X... 

12 

\.>. 

1.^ 

Xo. 

14 

[Population  Distril)ution  and  Density  of  the  City  of  Chicago. 

.vecommended  Routing  of  Cars  Under  New  and  Ideal  System. 

Location  of  Cars  at  Time  of  Maximum  (  )per.-uion  on  Recom- 
mended Routing. 

Suggested  Surface  Terminals  to  P)e  Considered  in  Comiection 
With  Subway  Plan  Xo.  r. 

Subway  Routes  of  High  Level  v^ubway.   Plan  Xo.   1. 

Sul)wa\-  Maj)  and  Profiles  of  High  Level  Subway,  Plan  Xo.  I. 

Suggested  Plan  Xo.  I  for  Re-arrangement  of  Union  Loop. 

v'^uggeste<l  Plan  Xo.  2  for  Re-arrangement  of  Union  Loop. 


OIJDIXANC^E  OF  THE  CITY  OF  OHTOAGO  AUTTTOIUZING 

THE  EXECH^TIOX  OF  A  COXTIJAOT  FOU 

EXPERT  SERVICES. 


(Passed  by  the   Citj-  Council  May  26,   1902.) 

Be  it  ordained  by  the  City  Council  of  the  City  of  Chicago: 

Section  i.  That  the  Mayor  and  City  Comptroller  be  and  they  are  hereby 
authorized  to  make  and  execute  a  contract  with  B.  J.  Arnold  for  the  rendering  by 
said  Arnold  of  such  services  as  may  be  required  by  the  Local  Transportation 
Committee  of  the  City  Council,  as  expert  engineer,  in  procuring  information  and 
furnishing  estimates  and  opinions  and  in  the  preparation  of  a  general  report  for 
said  Committee  in  relation  to  the  cost  of  operation  and  earnings  of  any  traction 
company  or  companies,  the  capitalization  of  existing  companies,  all  financial  and 
scientific  facts,  practical  matters,  and  statistics  in  relation  to  the  same,  valuation  of 
existing  traction  plants,  cost  of  new  system,  estimate  of  earnings  of  new  system, 
designs  for  rails  or  any  other  part  of  the  equipment  of  traction  companies,  and  such 
other  matters  as  may  pertain  to  the  work  of  said  Committee;  also  in  aiding  said 
Committee  as  such  expert  engineer,  in  such  ways  as  said  Committee  may  deem 
advisable.  The  compensation  for  all  services  rendered  under  said  contract  shall 
not  exceed  the  sum  of  ten  thousand  ($10,000.00)  dollars.  The  time  for  the  com- 
pletion of  said  work  and  the  time  and  mode  of  payment  of  said  compensation  shall 
be  arranged  and  provided  for  in  said  contract  as  the  Mayor  and  Comptroller 
may  deem  best. 

Section  2.  This  unlinancc  ^hall  take  effect  and  be  in  force  from  and  after  its 
passage. 


CONTIJAC  T  FOU   KXPKirr  SKKA'ICKS   IJKTW  KKX   TiiE 
CITY  OF  CHICAGO  AND  BION  J.  ARNOLD. 


AGREEMENT  Made  hcluccn  BIOX  J.  ARXOLl).  i)arty  of  llic  first  pari,  and 
the  CITY  OF  CHICAGO,  party  of  the  second  part,  in  LVMisidcration  of  the 
mutual  promises  of  the  parties,  WITNESSETH: — 

I.  Said  Arnold  agrees  to  render  to  the  CITY  OP  CHICAGO  such  services 
as  may  be  required  by  the  Local  Transportation  Committee  of  the  City  Council,  as 
expert  engineer  so  far  as  may  be  necessary  in  procuring  information  and  furnish- 
ing estimates,  designs,  plans,  appraisals  and  opinions  in  all  matters  connected  with 
the  existing  or  possible  traction  companies,  and  in  the  preparation  of  a  general 
report  for  said  Committee  in  relation  to  the  cost  of  operation  and  earnings  of  any 
Traction  Company  or  Traction  Companies,  the  capitalization  of  existing  com- 
panies, all  financial  and  scientific  facts,  theoretical  and  practical  matters  and  statis- 
tics in  relation  to  the  same  for  the  accomplishment  of  the  following  results: 

(a)  To  make  a  valuation  of  present  plants; 

(b)  To  make  estimate  of  cost  of  production  of  xrii'  systciii  adequate  to  serve 
the  public  and  designed  along  the  lines  of  the  best  practice  in  vogue ; 

(c)  To  make  estimate  of  net  earnings  to  be  derived  from  the  operation  of 
such  new  system  based  on  present  business,  with  estimate  of  probable  increase  in 
business  in  periods  of  five  (5)  years  formulated  from  past  performances,  from 
which  rates  of  compensation  or  adjustment  of  rates  of  fates  can  be  computed; 

(d)  To  make  estimate  of  passengers  carried  during  different  hours  of  the 
day  for  the  purpose  of  computing  compensation; 

(e)  To  make  a  report,  based  upon  the  best  information  he  can  secure,  on 
rates  of  wages  paid  and  rules  and  regulations  under  which  employes  are  at  pres- 
ent working,  with  recommendations  for  changes  or  concessions  which  it  would  be 
practicable  for  the  companies  to  make  should  a  demand  for  changes  or  conces- 
sions be  made  and  the  matter  be  brought  before  the  Committee,  and  for  the  use 
of  the  Committee  should  it  desire  to  embody  in  its  Rep<^rt  to  the  Council  any 
material  on  this  question ; 

(f)  To  submit  a  design  for  rails  for  future  use  which  will  best  protect  the 
street  pavement,  and  which  will  be  practicable  for  the  operation  of  cars  under 
Chicago  conditions,  presenting  arguments  supporting  such  design  and  also  pre- 
senting draft  of  rails  adopted  in  other  cities  after  investigation  by  municipal 
authorities,  such  investigations  being  brought  about  from  similar  causes  as  obtain 
in  Chicago; 

(g)  To  repf)rt  on  the  feasibility  and  desirability  of  an  underground  conduit 
system  in  the  down-town  district,  and  on  all  trunk  lines,  within  prescribed  limits, 
witli  proper  arrangements  for  transferring  from  underground  to  overhead  trolley 
and  vice  versa  without  any  disarrangement  of  the  required  headway  of  cars  in 
either  trunk  or  branch  lines; 

9 


(h)      To  estimate  the  cost  of  constructing  and  operating  a  conduit   system ; 

(i)  To  re-route  the  present  hues  outside  of  the  business  district  so  as  to 
obtain  in  the  best  manner  the  very  best  transportation  facihties  to  the  patrons  of 
such  lines,  maps  to  be  prepared  which  will  graphically  display  the  re-routing; 

(j)  To  make  statements  showing  wherein  the  present  system  is  inadequate, 
the  causes  for  it,  the  maximum  capacity  of  the  present  terminals  in  the  business 
center ; 

(k)  To  furnish  maps  showing  the  present  arrangements  of  terminal  facilities 
in  the  business  center  and  recommendations  for  a  rearrangement  of  facilities  to 
best  serve  the  purposes,  and  showing  tracks  which  it  would  be  advisable  to 
abandon,  and  tracks  necessary  to  construct,  ^Hminating  grade  crossings,  and  pro- 
viding for  the  operation  of  through  lines  between  the  North  and  South  sides  of 
the  City  through  the  business  center  and  in  conjunction  with  the  loop  terminals 
from  all  divisions ; 

(1)  To  furnish  preliminary  plans  for  a  system  of  subways  in  the  business 
center,  which,  coupled  with  the  surface  system  of  terminal  facilities  or  operated 
independently  and  without  such  surface  system,  will  adequately  accommodate  the 
traveling  public,  provide  for  an  increase  of  traffic  in  the  years  to  come,  relieve  the 
congested  condition  and  create  a  much  larger  area  available  for  use  by  all  lines 
of  business ;  these  plans  to  show  a  feasible  disposition  of  all  existing  underground 
improvements,  so  disposed  of  as  to  permit  of  easy  access  for  future  repairs, 
renewals  and  reinforcements  without  disturbing  the  street  surface; 

(m)  To  show  the  necessity  for  and  the  entire  practicability  of  the  abandon- 
ment of  the  practice  of  operating  cars  in  trains  and  substituting  therefor  single  cars ; 

(n)     To  report  on  a  universal  system  of  transfers; 

(o)  To  stand  in  readiness  to  attend  personally  or  by  a  competent  representa- 
tive any  meetings  of  the  Committee  at  all  times ; 

(p)  To  verbally  report  on  any  question  arising,  not  covered  in  the  foregoing 
and  pertaining  to  transportation  and  construction  matters,  and  to  act  as  engineer 
in  a  consulting  and  advisory  capacity  when  any  question  may  come  before  the 
Cotrii'mittee  or  be  submitted  to  it  during  the  continuance  of  this  Contract; 

(q)  To  make  an  estiniate  of  the  value  of  all  lines  the  franchises  of  which  do 
not  expire  in  1903 ; 

(r)  To  report  on  the  relative  merit  of  through  routes  as  against  downtown 
terminals ; 

(s)  To  report  on  joint  use  of  tracks  whenever  such  joint  use  may  be  neces- 
sary in  his  judgment; 

(t)  To  report  on  the  feasibility  and  cost  of  transforming  the  present  cable 
lines  into  underground  electric  systems ; 

(u)     To  report  on  the  rearrangement  of  the  Union  Loop; 

(v)     To  report  on  a  plan  for  the  prevention  of  electrolysis ; 

(w)  To  provide  an  estimate  for  laying  cement  road  bed  for  street  car  tracks 
and  report  on  the  advisability  thereof. 

2.  In  consideration  of  the  performance  by  said  ARNOLD  of  the  foregoing 
services,  the  CITY  OF  CHICAGO  agrees  to  pay  to  said  ARNOLD  the  sum  of  Ten 
Thousand  ($10,000)  Dollars  after  the  completion  of  all  the  work  done  hereunder 
and  the  acceptance  thereof  by  the  Chairman  of  the  Committee  on  Local  Trans- 
portation. 

3.  In  case  the  progress  and  character  of  the  work  done  by  said  ARNOLD 
hereunder  is  satisfactory  to  the  Chairman  of  the  Conimittee  on  Local  Transporta- 
tion, said  ARNOLD  may  be  paid  not  to  exceed  Two  Thousand  ($2,000)  Dollars  a 
month   for  the  first   four    (4)    months   of   this   contract,    One   Thousand    ($1,000) 

10 


Dollars  on  the  completion  and  delivery  of  the  main  report  and  the  entire  balance 
due  under  this  contract  not  later  than  July  i,  1903. 

4.  Said  contract  shall  be  in  force  from  the  date  of  its  execution  until  the  first 
day  of  July,  A.  D.  1903,  unless  terminated  earlier  by  a  vote  of  the  majority  of  the 
Local  Transportation  Committee.  All  payments  shall  be  made  on  vouchers 
approved  by  the  Chairman  of  said  Committee. 

IN  WITNESS  WHEREOF,  The  said  Bion  J.  ArnoUl  has  signed  his  name 
hereto,  and  the  City  of  Chicago  has  caused  this  agreement  to  be  executed  in  its 
name  by  its  Comptroller,  approved  by  its  Mayor,  and  its  corporate  seal  hereto 
affixed,  duly  attested  by  its  City  Clerk,  this  19th  day  of  July,  A.  D.  1902. 

(Signed)  Bion  J.  Arnold. 

(SEAL) 

CITY  OF  CHICAGO, 
(Signed)  L.  E.  McGann, 

City  Comptroller. 
Attest : 

(Signed)     Wm.  Loefi-lek, 

City  Clerk. 

APPROVED: 

(Signed)  Carter  II.  Harrison, 

Mayor. 


11 


MEMBERS   OF  THE   COMMITTEE   ON  LOCAL  TRANS- 
PORTATION OF  THE  CITY  COUNCIL  OF 
THE  CITY  OF  CHICAGO. 


Ald.  frank  I.  BENNETT,   Chairman 

Ald,.  E.   F.  HERRMANN  Ald.  THOMAS  CAREY 

Ald.  WM.  MAYOR  Ald.  W.  J.  RAYMER 

Ald.  F.  D.  CONNERY  Ald.  CHARLES  WERNO 

Ald.  W.  S.  JACKSON  Ald.  H.  F.   EIDMANN 

Ald.   JOHN  MINWEGEN  Ald.  W.   T.   MAYPOLE 

Ald.   MILTON  J.   FOREMAN  '  Ald.  HUBERT  W.   BUTLER 


LETTEFt  OF  TRANSMITTAL. 


To  the  lluHorabU:  ClidiiiiKiH  diid  M(  mbers  of  the  ('(juunittrc  oit 
Load  TriDispoitdtioH  of  the  City  Council  of  the  City  of 
Chicago: 

Gentlemex  — 

I  have  the  lioiior  to  i)i'eseiit  heiewith  my  report  on  tlie  several 
questions  relating  to  the  city's  Local  Transportation  situation  sub- 
mitted to  me  by  your  Honorable  Body,  as  set  forth  in  the  agree- 
ment between  the  City  of  Chicago  and  myself,  bearing  date  of 
■  I  Illy  IDth,  1902,  a  copy  of  which  is  hereto  attached. 

The  situation  has  been  thoroughly  canvassed.  The  operating 
statistics  of  the  Chicago  City  Railway  Company  and  the  Chicago 
Cnion  Traction  Company  have  been  willingly  submitted,  and  an 
exhaustive  study  of  them  has  been  made.  All  facilities  have  been 
extended  io  me  by  the  officials  and  departmental  heads  of  these 
companies,  and  the  officials  of  the  several  elevated  railroad  com- 
itanies,  as  well  as  the  several  companies  controlling  the  under- 
giouncl  utilities,  all  of  whom  have  very  kindly,  and  with  con- 
siderable trouble  to  themselves,  furnished  me  with  the  data  re- 
<iuiic(l  in  my  investigation.  The  officials  of  several  railway  com- 
panies ojiei'ating  roads  in  other  cities  have  courteously  furnished 
me  with  valuable  statistics. 

All  re<'or(led  information  contjiined  in  the  several  bureaus 
(>r  the  city  govermnent  and  the  ix'isonal  knowle<lge  on  all  sub- 
jects jtertaining  to  the  transportation  matter  [)ossessed  by  the 
several  l)ureau  chiefs  has  been  freely  placed  at  my  disposal,  for 
all  of  which  assistance  rendered  and  couitesies  extended  1  desire 
at  this  time  to  exi)ress  my  thanks  and  apjirei-iation. 

1  have  not  assume<l  it  my  place  to  take  sides  in  the  rejioit 
one  way  or  the  other  on  (piestions  of  municipal  policy  concerning 
which  there  may  be  differences  of  opinion,  excejit  where  the  (lues- 
tions  are  in  their  nature  clearly  engineering  or  transportation 
questions.  The  franchise  policy  of  the  city  with  reference  to 
these  matt^MS  T  have  conceive«l  to  be  o^itside  of  my  i>i()vince.  Tlie 
plans  for  a  comprehensive  system  of  street  railways  suited  to  the 

1.^ 


14  THE  CHICAGO  TRANSPORTATION  PROBLEM 

needs  of  the  community  as  set  forth  in  the  report  would  be  the 
same  whether  the  system  be  owned  and  operated  by  a  private 
corporation,  or  owned  and  operated  by  the  city,  or  owned  by  tlie 
city  and  operated  by  a  private  corporation  under  lease.  So  far 
as  engineering  features  alone  are  concerned,  it  is  immaterial 
whether  the  subway  systems  as  outlined  be  owned  by  the  city  or 
by  a  private  corporation. 

In  connection  with  my  investigation  of  this  problem  I  have 
considered  many  plans,  such  as  movable  sidewalks,  elevated  side- 
walks, sub-sidewalk  railways,  and  elevated  structures  for  carry- 
ing railways,  pedestrians,  and  the  present  underground  utilities, 
some  of  which  plans  originated  with  me  and  some  with  otliers, 
but  after  a  careful  study  of  the  situation  the  magnitude  of  the 
problem  as  evidenced  by  tlie  great  number  of  passengers  which 
must  be  taken  in  and  out  of  the  business  district  in  very  short 
periods  of  time,  night  and  morning,  has  forced  me  to  abandon 
some  of  my  preconceived  ideas,  and  it  is  my  opinion  that  a  full 
realization  on  the  part  of  others  of  the  exact  conditions  which 
must  govern  a  comprehensive  solution  of  this  problem  would  show 
the  advocates  of  the  other  plans  the  inadvisability  of  their  ado]3- 
tion.  It  is  possible,  however,  that  some  of  the  suggestions  relat- 
ing to  super-surface  structures  may  some  day  prove  advisable  to 
adopt  in  Chicago,  but  probably  not  until  the  capacities  of  the  sys- 
tems recommended  in  this  report,  or  other  similar  systems,  have 
been  reached. 

The  question  of  the  utilization  of  the  water  power  of  the  Sani- 
tary District  Canal  for  generating  electricity  and  transmitting 
it  to  Chicago  for  the  operation  of  its  street  railways  has  also 
been  considered,  but  inasmuch  as  a  decision  regarding  it  need 
not  be  made  at  present,  and  from  the  further  fact  that  the  ques- 
tion was  not  involved  in  my  commission,  I  have  not  submitted 
a  discussion  of  it. 

I  have  endeavored  to  outline  not  only  one  plan  but  several 
plans,  some  of  which  if  adopted  would  give  to  the  citizens  of 
Chicago  the  best  surface  railway  transportation  facilities  capable 
of  attainment  under  the  conditions.  These  facilities  cannot  be 
attained  at  once,  and  the  transition  will  probably  be  gradual. 
In  order  to  make  it  possible  to  get  immediate  relief  a  plan  of  sur- 
face tracks,  which  could  ultimately  become  a  part  of  a  combined 
system,  has  been  outlined.  This  plan  provides  for  ample  facili- 
ties on  the  surface  for  the  present  needs,  permits  of  through  traf- 
fic between   all   divisions   with   the  joint   use   of   tracks,    and 


15  LETTER  OF  TRANSMITTAL 

makes  it.  possil)lo  to  immediately  ahaiuloii  the  river  tunnels 
I'or  street  car  purposes,  thereby  })ermittiiig-  the  river  channel  to 
be  immediately  dee]iened  for  the  accommodation  of  lake  traffic, 
and  portions  of  llic  tunnels  to  be  still  retained  for  fuiuro  subway 
uses. 

In  closing,  I  desire  to  acknowledge  the  valuable  assistance 
lendered  me  by  Messrs.  Charles  V.  Weston,  0.  E.,  Augustine  W. 
Wright,  C.  E.,  Oren  Root,  Jr.,  and  George  C.  Sikes  in  the  prep- 
aration of  this  report,  and  to  thank  the  respective  office  forces  of 
Mr.  Weston  and  myself  for  faithful  and  efficient  services  ren- 
dered. 

I  also  wish  to  acknowledge  the  consideration  shown  me  by  the 
Chairman  and  each  member  of  your  Honorable  Committee  for 
allowing  me  to  ]^erfonn  my  duty  unhindered  by  suggestions,  and 
1  trust  that,  the  infoi'mation  contained  in  the  report  will  be  found 
sufficiently  exhaustive  and  of  sufficient  merit  to  enable  your  Com- 
mittee to  formulate  a  line  of  action  which  will  lead  to  practical 
I'esults.  liesi)ectfully  submitted. 

Consulting  Electrical  Engineer. 
Chicago,  Nov.  19th,  1902. 


SUMMARY  OF  CONCLUSIONS  AND  RECOMMENDA- 
TIONS. 


I.  'V 1 1  K  ( )XE-CITY-ONE-PARE  IDEA. 

Chicago,  with  respect  to  transportation  as  well  as  other 
things,  sliould  be  regarded  as  one  city,  not  three.  Divis- 
ional lines  ought  to  be  obliterated,  as  far  as  possible.  A 
street  car  passenger  should  be  carried  over  the  most  direct 
route  between  any  two  points  within  the  city  limits  for  a 
single  fare.  Complete  unification  of  ownershij^  and  man- 
agement is  tlie  best  jjlan  for  realizing  the  One-City-One- 
Fare  idea.  The  same  end  can  be  accomplished,  however, 
but  in  a  less  satisfactory  manner,  under  divisional  owner- 
slii[),  Ijy  a  ])lan  of  tlirough  routing  of  cars,  joint  use  of 
tracivs  and  interchangeable  transfers.  To  a  still  less  satis- 
factory degree  the  same  end  can  be  accomplished  by  the 
interchange  of  transfers  between  companies  without  joint 
use  of  tracks. 

II.  Til  I-:  THROUGH  ROUTE  PRINCIPLE. 

iioutes  througli  the  business  district  ought  to  be  sub- 
stituted foi-  down-town  terminals,  wherever  possible.  Out- 
side the  business  district,  too,  the  best  results  would  follow 
from  connecting  together  the  detached  lines  now  found  on 
sevei'al  streets,  and  o])erating  cars  over  sucli  lines  from  end 
to  end  on  the  through  route  principle. 

III.  srnwAYs. 

A  system  of  subways  should  hi',  and  eventually  must 
be.  built  1o  accoiiiuKxlalc  llic  street  car  traffic  of  Chicago 
aiifl  icIicNc  the  sticel  suilacc  congeslion  in  the  l)usiness 
dist'ict.  (lallcrics  sliould  be  ]ti"ovided  in  connection  with 
sue! I  siii)\vays  I'oi-  the  accoimiiodntioii  ol"  present  and  future 
undcigKniiid  ulilitics.  Two  subway  ])lans  are  out- 
lined in  the  report.  <  Mic  plan,  referred  to  as  Subway 
Plan  Xo.  1.  slinwn  on  inaji  Xo.  11,  calls  for  three 
north  and  south  subways,  fiom  I'ourteenth  Street  on 
the    south    to    Indiana    Street    on    the    north,    ajid    two 

17 


18  THE  CHICAGO  TRANSPORTATION  PROBLEM 

subways  entering-  the  linsiness  district  from  the  West 
Side,  utilizing  the  present  Van  Buren  and  Washington 
Street  tunnels  and  looping  back  at  Clark  Street.  This  is  a 
system  of  high  level  subways  throughout,  with  no  dips. 
Its  estimated  cost  is  $]6,()00,U0().  The  other  subway  plan, 
known  as  Plan  No.  2,  shown  on  map  No.  5,  calls  for  prac- 
tically the  same  north  and  south  high  level  subways  in 
combination  with  three  or  more  low  level  subways  from 
the  AVest  Side  passing  under  the  north  and  south  subways 
and  reaching  Michigan  Avenue,  and  should  future  devel- 
opments warrant,  under  Lake  Front  Park  as  far  as  it  may 
be  extended.  The  low"  level  subways  would  require  the  use 
of  elevators.  The  estimated  cost  of  subways  built  accord- 
ing to  this  plan  is  $2(),0()0,000.  Plan  "^  No.  2  is  rec- 
ommended as  best  for  the  city  from  an  engineering 
and  transportation  jjoint  of  view,  but  in  case  this  plan 
is  deemed  inadvisable  for  business  or  other  reasons 
a  system  of  single-decked  high  level  subways,  as  out- 
lined in  Plan  No.  1,  can  be  constructed,  which  will  to  a 
large  extent  accomplish  the  results.  No  subways  should 
]^e  l)uilt  in  such  a  manner  as  to  preclude  the  operation  of 
cars  through  them  on  the  through  route  principle.  Under 
either  of  the  plans  as  outlined,  the  whole  system  of  sub- 
ways need  not  necessarily  be  constructed  at  once.  One  or 
more  of  the  subw^ays  could  be  built  r.t  a  time,  and  utilized 
sejiarately,  but  with  a  view  to  their  ultimately  forming  a 
part  of  a  comprehensive  system.  The  subway  plans 
as  submitted  do  not  necessarily  call  for  the  removal 
of  all  tracks  from  the  street  surface  in  the  business 
district,  and  Subway  Plan  No.  1  necessitates  some 
surface  loops.  Under  either  })lan  there  could  be  a  street 
surface  system  connecting  the  depots  and  designed  to  ac- 
commodate short  haul  traffic  in  the  business  district.  Un- 
der Plan  No.  2  there  could  also  be  a  low  level  subway  sys- 
tem for  conecting  all  depots,  and  by  using  it  in  connection 
with  this  subway  all  tracks  could  be  kept  off  from  the 
surface  of  the  streets  in  the  business  district  for  some 
years  to  come. 

IV.  THE  PRESENT  RIVER  TUNNELS. 

It  is  inadvisable  to  attempt  to  lower  the  present  river 
tunnels  and  at  the  same  time  retain  them  for  surface  rail- 


SUMMARY  19 

\va>'  use,  for  the  reason  that  lowering  the  tunnels  to  a  suffi- 
cient dei)th  to  aec'onnnodate  future  river  traffic  would  in- 
volve extending'  the  tunnel  approaches  at  least  a  block 
further  into  the  business  district.  In  the  interest  of  navi- 
gation, therefore,  the  tops  of  the  tunnels  ought  to  be 
promptly  removed,  leaving  the  lower  parts  of  one  or  per- 
haps two  of  the  tunnels  for  utilization  later  as  parts  of  a 
future  sul)way  system. 

V.     PLAN  FOR  A  UNIFIED  COMBINED  SURFACE  AND 
SUBWAY  STREET  RAILWAY  SYSTEM. 

A  plan  is  presented  for  a  new,  reorganized  and  unified 
combined  surface  and  subway  street  I'ailway  system,  com- 
prising the  lines  of  the  City  Railway  Company,  the  Union 
Traction  Company,  the  Chicago  General  IJailway  Com- 
pany and  tlie  Chicago  Consolidated  Traction  Company 
within  the  city  limits,  and  new  lines  necessary  to  properly 
connect  the  now  disconnected  parts  of  the  system.  The 
total  single  track  mileage  of  this  system  as  outlined  would 
be  about  745  miles,  and  its  estimated  cost,  if  constructed 
new,  with  everything  first-class  throughout,  but  exclusive 
of  subways,  would  be  $70,000,000.  Adding  $20,000,000, 
the  cost  of  the  subways  constructed  according  to  Plan  No. 
2,  would  make  the  total  cost  of  the  new  system  complete 
$90,000,000.  With  Subway  Plan  No.  1,  instead  of  Subway 
Plan  No.  2,  the  total  cost  of  the  new  unified  system  would 
be  $85,800,000. 

\'I.     PLAN'S  KOU  IMMEDIATE  I  M  I'lM  )\'I":M  KXT  ( )r 'I'EK- 
MIXALS  AXl)  SKUVICE. 

IMans  ai'c  presented  for  the  re-routing  of  surface  termi- 
nals in  the  business  district,  (1 )  under  the  | (resent  division- 
al ownershi))  and  o])eration,  (2)  under  tiie  joint  use  of 
tracks  in  the  business  district  undei'  divisional  o\vnershii>, 
and  (;>)  under  unified  ownership  and  management.  Im- 
mediate ini))iT)vement  of  ("liicago's  local  tians]K)i-tati()n 
facilities  may  be  elTected  l)y  snhslituting  electric  foi"  cable 
power  ;in(l  rmiting  cars  accoidini:,  In  any  ol'  the  jilans  out- 
lined, all  cars  from  the  West  and  Xoith  sides  to  enter  the 
business  district  over  bridges  until  such  time  as  snbways 
shall  be  constructed. 


20  THE  CHICAGO  TRANSPORTATION  PROBLEM 

VII.  ELECTRIC  UNDERGROUND  CONDUIT  SYSTEM. 

The  operation  of  cars  in  Chicago  by  the  electric  under- 
ground conduit  system  is  practicable  and  feasible.  Over- 
head trolley  construction  should  be  prohibited  within  the 
area  bounded  by  Twelfth  Street  on  the  south  and  the  river 
on  the  north  and  west.  Outside  of  the  district  named 
the  objections  to  the  overhead  trolley  are  esthetic  in  na- 
ture, and  it  is  for  the  city  authorities  to  say,— after  a  bal- 
ancing of  financial  against  esthetic  considerations,— how 
much,  if  any,  underground  conduit  construction  should 
be  required.  The  cost  per  mile  of  single  track  (track  alone, 
including  feeders,)  of  electric  conduit  road  construction 
would  average  $81,300  for  a  system  covering  the  city  at 
large,  but  exclusive  of  the  cost  of  power,  rolling  stock  and 
])aving.  Conduit  constniction,  outside  of  the  business 
district,  should  not  exceed  $70,000  per  mile,  but  within  the 
business  district  the  cost  would  be  about  $100,000  per  mile, 
due  to  the  numerous  curves,  large  amount  of  special  work 
required  and  the  extra  cost  of  labor,  due  to  the  congestion 
within  the  district  in  which  the  work  must  be  prosecuted. 
To  either  of  the  above  figures  should  be  added  the  cost  of 
paving,  as  follows:  Brick,  $12,650;  asphalt,  $12,880; 
dressed  granite,  $18,400.  Overhead  trolley  road  con- 
struction would  cost  $28,000  per  mile  of  single  track,  using 
the  same  weight  of  rail.  It  would  cost  nearly  as  much  to 
convert  the  Chicago  cable  roads  into  electric  conduit  roads 
as  to  build  new  electric  conduit  roads. 

VIII.  GROOVED  RAILS. 

A  grooved  girder  type  of  rail,  of  special  design,  is  rec- 
ommended for  well-paved  streets  upon  which  cars  operate 
often  enough  to  properly  clear  the  groove  of  dirt  and  ice, 
On  outlying  streets  and  on  poorly  paved  and  poorly  main- 
tained streets  the  girder  tyjie  of  rail  should  be  maintained 
as  best  for  team  traffic  and  the  railway  companies. 

IX.  ELECTROLYSIS. 

The  destruction  of  underground  utilities  from  electro- 
lysis is  now  well  in  hand  by  the  city,  and  if  the  present 
ordinance  governing  the  subject  is  enforced  no  serious  dif- 
ficulties may  be  anticipated  from  this  source,  and  when  the 
underground  conduit  system  is  adopted  there  should  be  no 
further  injury  from  electrolysis  in  the  area  served  by  the 


SUMMARY  21 

conduit  system,  because  tliis  system  uses  a  eomi)lete  metal- 
lic circuit. 

X.  THE  FINANCIAL  ASPKC'l'  oK  TIIK  ()NK-ClTY-()Niv 

FAl^E  PLAN. 

.\  unified  ('omiiany  could  atTord  to  conduct  tiie  trans- 
portation business  of  Chicago  on  the  ))asis  of  a  single  fare 
for  a  continuous  ride  anywhere  within  the  city  limits.  The 
present  divisional  com})anies,  by  the  interchange  of  trans- 
fers, could  atTord  to  do  the  same  thing,  provided  they  were 
proiierly  protected  against  the  fraudulent  use  of  transfers, 
but  it  would  be  at  a  somewhat  greater  cost  to  themselves, 
and  with  greater  inconvenience  to  passengers,  than  would 
lie  the  case  under  unified  management. 

XI.  (JIJOWTH  OF  lM)in'LATl()N  AND  TRAFFIC  IN  TBK 

PAST  AND  FSTi:\lATES  AS  TO  THE  FUTURE  IN- 
CHEASE  OF  STREET  CAK  TRAFFIC. 

The  poi)ulation  of  Chicago  has  increased  since  its  in- 
cor])oration  in  1837  to  11)02  at  the  rate  of  8.6  per  cent  i>er 
year  com})ounded,  and  is  now"  increasing  at  the  rate  of  7.7 
per  cent  ijer  year.  For  the  nine  years  from  1892  to  1901 
inclusive,  the  number  of  revenue  ])assengers  carried  by  the 
Chicago  surface  and  elevated  lines  combined  has  increased 
at  the  rate  of  5  ])er  cent  i)er  annum  comi)ounded.  The  in- 
crease for  the  surface  lines  during  the  same  period  has 
been  at  the  rate  of  1.5  i)er  cent  i)er  year  comjiounded.  The 
increase  for  the  combined  surface  and  elevated  lines  from 
1894  to  1901  inclusive,  a  penod  of  seven  years,  has  lx>en  at 
the  rate  of  6.3  ))er  cent  per  year  com])ounded.  The  increase 
for  the  surface  lines  alone  dui'ing  the  same  pericnl  has  lieen 
at  the  rate  of  3.9  per  cent  per  year  compounded,  and  the  in- 
crease for  the  elevated  lines  alone  has  beiMi  for  the  same 
|ici  iod  ;il  1  lie  i-at<M)r  26  pel'  cent  per  >('ar  compounded.  Tlie 
pojiulation  of  ('hicago  has  increased  more  rapidly  than 
that  ol"  any  other  city  in  the  woi'ld,  but  it  is  improliai»le  that 
this  rate  of  increase  should  continue  iiidefmitely.  l^'igures 
and  cui\"es  ai'e  presented  showing  the  past  growth  of  Chi- 
cago as  comjiared  with  other  cities,  also  the  future  results 
if  )>resent  rates  of  increase  should  be  maintained,  but  a.'^ 
this  is  iiii]U'obable  cuncs  are  shown  I'eitiesenting  the  in 
crease  in  }x>pulation  and  gross  receipts  that  may   rea»soP 


22  THE  CHICAGO  TRANSPORTATION  PROBLEM 

ably  be  exiDected  for  the  combined  surface  and  elevated 
railways  during  the  next  fifty  years. 

XII.  ESTIMATED     COST     OF     REPRODUCTION     AND 

PRESENT  VALUE  OF  EXISTING  PLANTS. 

The  cost  to  reproduce  the  following  properties  complete 
with  new  construction  and  equipment  throughout  would 
be:  Chicago  City  Railway  Company,  about  $17,200,000; 
Chicago  Union  Traction  Company  (not  including  the  Con- 
solidated Traction  Co.),  about  $22,200,000.  The  actual 
present  value  of  the  physical  propei'ties  for  electric  rail- 
way purposes  of  the  following  companies,  taking  into  con- 
sideration the  obsolete  equipment  and  construction  which 
must  be  discarded,  but  not  taking  into  account  any  fran- 
chise rights  or  earning  capacity  of  the  properties,  is  esti- 
mated as  follows :  Chicago  City  Railway  Company, 
about  $12,000,000;  Chicago  Union  Traction  Company 
(not  including  Consolidated  Traction  Co.),  about  $15,000,- 
000. 

XIII.  NEED  FOR  REGULATION  OF  TEAM  TRAFFIC. 

At  the  present  time  team  traffic  interferes  with  street 
cars  to  an  unwarrantable  extent.  A  reasonable  regulation 
of  team  traffic  is  essential  to  the  improvement  of  street  car 
service. 

XIV.  THE  UNION  ELEVATED  LOOP  PROBLEM. 

The  junction  points  are  the  ultimate  limiting  factor  of 
the  capacity  of  the  Union  Elevated  Loop.  At  the  present 
time,  however,  the  platform  stations  are  the  limiting  factor. 
The  first  and  simplest  way  to  increase  the  capacity  of  the 
loop  is  to  lengthen  the  station  platforms  so  that  twa  trains 
can  load  and  unload  at  a  station  at  the  same  time.  When 
the  capacity  of  the  junction  points  is  reached,  added  facili- 
ties can  be  provided  by  building  stub-end  tenninals  just 
outside  the  loop.  The  tenninal  capacity  of  the  loo|>  could 
be  increased  by  dividing  the  present  loop  into  four  smaller 
loops,  but  presumably  there  would  be  public  objection  to 
such  "a  plan,  because  it  would  involve  encumbering  more 
down-town  streets  with  elevated  structures,  and  it  is,  there- 
fore, not  recommended.  The  ideal  solution  of  the  elevated 
loo]:>  ]n*oblem  would  be  to  utilize  the  loop  structure  as  sec- 
tions of  through  routes  between  the  different  sections  of 
the  city. 


I'Airr  I 


GENERAL   DISCH^SSIOX    OF   STREET    WAILWAV    SYS- 
TEMS AXD  COXDITIOXS  (IOVERNIN(J  THEM. 


Neail\-  .-ill  of  the  lari>('  citios  ol'  tlie  T'nited  States  are  laid  out 
and  develoi)od  on  one  of  tliiee  distinctive  plans,  each  plan  re- 
(juiring  a  different  ,i»-enernl  system  of  transportation  routes  to 
serve  its  i)()pulnrK)ii. 

First.—  Tlie  jH'hii/siihi  jihiH,  with  water  front  on  hotli  sides, 
such  as  tliat  cil"  Xew  Yovk  ('it\-  and  San  Francisco. 

Second.  Tlic  rnUcji  phni,  with  a  liver  runninp;  through  the 
centei',  population  and  husiness  dishici  on  both  sides  of  the  rix'ei. 
such  as  lMttsl)urg. 

Thii'd.  -The  /v/r//\//n///  phiii,  with  territory  on  one  side  of  the 
watei-  front,  sucli  as  St.  Louis,  Boston,  Brooklyn,  and  many  other 
cities.      To  tlie  third  plan  (Miicago  helongs. 

'I'lie  })eninsnla  and  xallcx  plans  iisiiallx'  call  lor  ('oniparati\'el\ 
Miiall  street  railway  track  mileage,  and  great  traftic  dcnsitx  is 
found  on  that  mileage,  together  with  large  gross  earnings  ])er 
cai»ita  served.  p<'r  mile  of  track,  and  i>er  car  mile.  For  example, 
the  elevated  and  snil'ace  transportation  systems  of  Xew  ^'ork 
City,  serving  a  popniation  of  •J,( ).■)(),()()().  earn  .".hout^l."!  per  capita, 
witii  a  track  iiiileai;f  of  :':X]  miles,  and  that  of  San  Francisco 
iM'arIx  ^14  ner  capita,  with  a  mileage  of  l^'JI'  miles.  ser\ing  a  popu- 
lation of  :ir)(>,(»(KI. 

The  radiating  i»lan  means  greater  street  railway  mileage  Tor 
the  iiopiilation  served,  with  much  smaller  gross  receipts  per 
capita.  The  ( 'liicago  sin  face  and  elexated  lines.  Toi-  example, 
earn  less  than  $l(t  i»er  capita  on  a  track  mileage  of  Cdn  mih's. 
sei-ving  a  ]  (tpulation  of  two  million,  and  the  surface  lines  ol"  St. 
Louis  haidl>-  H^"^  per  capita  (Hi  a  track  mlh'aue  of  ."'.("d  miles,  and 
serving  a  poimlatioii  of  7.')(),()<MI. 

It  can  he  easily  seen  how  dilTereiit  is  the  transl'er  proMem  in^a 
peninsula  and  valley  city  from  that  of  a  radiating  city.      In  the 


24  THE  CHICAGO  'IRANSPORTATION  PROBLEM 

foniier  there  may  be  a  few  long  througli  lines  with  heavy  traffic, 
with  many  short  cross-town  feeder  lines.  The  transfers  in  such  a 
cit>^  might  mean  no  additional  exi)ense  to  the  company,  and  little 
or  no  complications.  In  a  radiating  city,  on  the  contrary,  there 
is  a  large  number  of  through  trunk  lines  of  great  length,  and 
many  cross-town  lines,  increasing  in  length  as  they  are  farther 
removed  from  the  point  of  radiation.  On  such  a  system  long 
rides  are  granted,  and  dishonesty  in  the  use  of  transfers  is  easily 
possible,  with  resultant  great  loss  in  earnings  to  the  operating 
company. 

Population  and  population  density  have  an  enormous  influence 
on  street  railway  earnings  and  profits. 

A  knowledge  of  these  differences  in  city  plans,  and  their  bear- 
ing on  the  earnings  of  transportation  companies  is  so  absolutely 
essential  to  the  proper  understanding  of  the  theory  of  conducting 
transportation,  that  this  brief  explanation  is  deemed  advisable. 

EFFECT   OF   DIVISIONAL   LINES   ON    CHICAGO 's    DEVELOPMENT. 

While  Chicago  has  been  classed  among  those  cities  laid  out  on 
the  radiating  plan,  and,  consequently,  is  one  of  those  cities  where- 
in an  ideal  system  of  transportation  is  difficult  of  attainment,  an 
added  obstacle  to  such  realization  is  found  in  the  fact  that  the 
city  is  divided  into  three  divisions  by  the  unfortunate  course  of 
the  Chicago  river.  From  the  earliest  period  in  the  development 
of  the  city  down  to  the  present  time,  this  water  barrier  has  been 
the  fixed  condition  that  has  been  r.ecognized  and  deferred  to. 
Town  governments  were  established  on  its  lines;  it  is  the  boun- 
dary line  of  wards  throughout  its  course;  the  water,  gas,  and 
sewerage  systems  are  laid  out  with  reference  to  it;  diagonal 
streets  or  avenues  to  the  business  center  are  determined  by  its 
course ;  it  is  primarily  responsible  for  the  congested  condition  of 
the  business  center,  limiting  as  it  does,  by  its  movable  bridges, 
the  area  to  a  little  more  than  a  scpiare  mile;  the  manufac- 
turing district  has  grown  up  along  its  course,  and  natu- 
rally all  lines  of  business  that  can  be  more  ])rofitably  conducted 
through  contact  with  navigation  have  souglit  its  frontage,— all 
of  which  growth  has  so  increased  the  value  of  the  dock  frontage 
that  the  Chicago  river,  with  its  movable  bridges,  must  be  con- 
sidered as  a  permanent  and  fixed  condition,— especially  so  as  the 
natural  dockage  of  Chicago,  the  Lake  Shore,  is  being  continually 
and  continuously  appropriated  for  park  and  pleasure  purposes. 
Following  out  the  divisional  idea,  forty-four  years  ago,,  when  the 


GENERAL  DISCUSSION  25 

city  ]iad  j^towii  to  such  proportions  that  some  method  of  traiis- 
l)ortatioii  was  deemed  necessary,  street  car  com))aiiies  were 
named,  chartered  and  received  ^"rants  in  divisions,  (uid  to  tJiis 
inistakc,  made  in  the  iiifdiic/j  of  the  trmisportation  bu^siness,  can 
be  iniccd  the  pn)ii(iri/  ((iiisc  for  lite  present  demand  for  a  chanqr 
ill  trouspoi  tiition  facilities.  Ciiartering  conqianies  and  g'rant- 
ing  privileges  l)y  divisions  to  sejiarate  ownership  not  only 
saddled  n])on  the  peo])le  a.  mnlti])lied  system  of  fares  within 
the  limits  of  the  city,  hnt  made  it  imi)ossil)le  to  traverse  the  small 
area,  in  wliicli  tlic  dJN'isions  converged,  willidul  pMyniciil  of  two 
fares.  To  this  double  fare  in  tlie  ])usiness  district  can  mainly  be 
charged  all  the  extraordinary  congested  condition  not  occasioned 
by  the  course  of  the  river. 

As  ])opul[ition  increased  and  aditional  territory  was  annexed 
the  owners  of  the  division.d  trans})ortation  companies  weic  called 
u]»()n  to  extend  their  lines  for  the  accommodation  of  the  increase. 
Xaturally.  each  division  ownershij),  not  being  in  any  manner 
interested  in  the  operation  of  any  other  division,  guarded  its 
territoiy  jealously  and  hiid  out  extensions  and  new  lines  with  a 
view  to  per})etuating  the  travel  in  each  division  over  that  divi- 
sion's lines  to  tlie  common  center,  there  to  take  the  lines  of  the 
other  divisions.  When  cross  toun  lines  were  inaugurated  they 
wei-e  only  cYo<A^-division  lines.  As  tlie  diagonal  avenues  were 
laid  out  with  reference  to  the  course  of  the  vivcr,  they  wei'e  con- 
fined to  some  one  division,  and  wlicii  tlic\  were  api)ro])riated 
li>  tlic  ti'ansi)ortatioii  companies  it  was  oiil\  for  the  acceleration 
of  tlic  iiiov(Mnent  of  the  residents  of  eaeli  (li\isioii  to  the  connnon 
center. 

As  is  the  case  in  all  cities  laid  out  on  the  radiating  plan. 
Chicago  has  a  common  point  where  ail  lines  of  tiallic  coiicentiate 
and  which  is  the  objective  point  of  its  population,  eoinnionl>' 
designated  as  its  business  ceiitei-.  This  point  was  lixed  ;in(l  has 
Ui'own  up.  by  and  rroiii  the  causes  outlined  aboNC,  and  niiist  be 
( oiisidered  in  a  large  degree  as  govei'iiing  the  transportation  situ- 
ation. 

It,  is  true  that  as  the  area  tif  the  city  mows  ;Mid  population 
ilicl'eases,  new  centers  are  created  ;il  dillerejit  points  in  the  sepa 
rate  dixisioiis,  aroiintj  which  ceiit<'is  population  masses,  and  tluMc 
is  a  growing  demand  for  I  ransportat  imi  between  di\isions  with- 
out reference  to  the  general  d(twii  town  business  ceiitei-.  This 
demand,  which  did  not  e\i-t  in  the  inl"an<-\  ol  the  cit\  when  there 
was  onl\'  one  imsiness  center,  will  cdnlinue  to  urow  as  the  cit\' 


26  THE  CHICAGO  TRANSPORTATION  PROBLEM 

grows  and  as  former  residents  of  one  division  move  to  other 
divisions,  and  carry  with  them  the  desire  for  connnmiication 
witli  their  former  neighbors. 

PROBLEMS   TO   15E   SOLVED, 

The  i)roblems  to  be  solved  in  relation  to  trans})ortation  facil- 
ities for  the  whole  of  Chicago  and  its  suburbs  are,  therefore: 

First,  — To  devise  some  method  of  operation  which  will  relieve 
the  congestion  of  the  overcrowxied  thoroughfares  in  the 
central  portion,  or  business  district,  of  the  city  and  tend 
to  render  available  an  increased  area,  in  that  district. 

Second.  — To  furnish  a  more  ready  means  of  intercourse  between 
the  separate  divisions  of  the  city,  through  the  business 
district  and  outside  such  district. 

Third,  — To  furnish  a  means  of  distributing  passengers  brought 
in  at  the  several  railroad  stations,  for  transferring  them 
from  one  station  to  another,  and  to  facilitate  intercourse 
between  different  ])ortions  of  the  business  center. 

It  is  obvious  to  the  most  casual  observer  that  the  ])rimary 
cause  foT  the  existing  unsatisfactor}"  condition  and  multiplied 
fares  is  found  in  the  diversity  of  ownership  of  the  corporations 
charged  with  furnishing  transportation  facilities, 

A  unification  of  ow^nership  or  a  consolidation  of  management 
on  some  basis  is  a  condition  which  must  be  precedent  to  any 
really  satisfactory  amd  lasting  solution  of  the  problem,  although 
an  equitable  arrangement  for  the  joint  use  of  tracks  would  effect 
a  temporary  solution,  and  probably  result  ultimately  in  unifica- 
tion. Each  of  the  divisional  companies  has  given  due  attention 
in  the  jjast  to  the  securing  of  ]U'ivi leges  to  construct  tracks  in 
its  own  division  and  in  the  down-town  district  — every  con- 
cession granted  tending  to  perpetuate  divisional  operation. 
The  idea  has  taken  firm  hold  on  a  large  proportion  of 
our  citizens  that  Chicago  should  be  one  large  city,  in  fact  as  well 
as  in  name,  and  ra]»id  strides  are  being  made  tending  in  the 
direction  of  eliminating  the  se]iarate  Town  (xovernments,  taxing 
Itodies,  etc.  It  would  seem,  therefore,  that  now  is  the  time  to 
eliminate  the  divisional  lines  in  its  surface  trans|)ortation  facil- 
ities, and  all  other  considerations  should  be  subservient  to  the 
accomplishment  of  this  one  feature,  viz:  One  fare  irithi)!  the 
city  limits.  Whether  this  lie  accomi)lished  by  universal  trans- 
fers between  the  separate  comi)anies  at  all  junction  and  connect- 


GENERAL  DISCUSSION  27 

uiii;  points,  or  by  the  operation  of  through  linos  of  ears  routed 
over  the  tracks  of  the  three  divisions,  is  a  ({uestion  of  exi)edieney. 
There  sliould  he  no  difference  of  opinion  as  to  tlie  latter  method 
suggested  being  the  more  desirable.  It  could  be  accomi)lished  by 
a  unitieation  of  ownership  or  management  of  the  several  com- 
jianies  interested,  which  would  he  the  best  way,  or  by  the  joint 
use  of  tracks  by  the  separate  com])anies.  'I'he  same  results  could 
be  ol)tained  by  the  transfer  method,  but  with  considerable  incon- 
\enience  to  the  traveling  public  and  exi)ense  to  the  o))erating 
comiuuiies,  but  this  method  should  be  adopted  in  case  unification 
of  management  or  joint  use  of  tracks  cannot  l)e  effected. 

EXISTJ:N(i  UIVHRSITY   OF  OW^' KHSl  1 11'. 

The  surface  lines  serving  the  city  are  either  owned  or  oi)er- 
uled  by  eight  companies,  viz:  Chicago  City  Kailway  Comitany, 
Chicago  I'nion  Traction  Coiii]iany,  Chicago  General  Kailway 
(^omiiany,  Chicago  Consolidated  Traction  Company,  South  Chi- 
cago (*ity  liailway  (^om]iany,  Calumet  Electric  Street  Kailway 
Comjiany,  Chicago  Klectric  Traction  Com})aiiy  and  Subiul)an 
l^ailway  Comi^any.  The  mileage  of  the  three  former  companies 
is  entirely  within  the  city  limits.  The  mileage  of  the  remaining 
five  comiianies  is  partly  within  the  city  limits  and  ])artly  in  ad- 
joining territory.  There  are  four  companies  operating  elevate«l 
railroads,  all  of  which  roads  o))erate  to  the  Inisiness  center  and 
arouiKl  one  coninion  loop,  controlled  by  a  fifth  company. 

it  is  claimed  that  a  part  of  the  <ii(liiiances  of  the  CMiicago  City 
Kailway  Company  and  of  the  North  Chicago  (Mty  Kailway  Coin- 
pan>-  and  the  Chicago  West  Division  Company  (tli(>  two  latter 
eonipanies  being  subsidary  companies  of  the  ('hicago  I  nion 
'i'raction  Conijiany).  expire  in  .Inly.  ll'(i."l.  The  (iidinances  and 
grants  under  which  the  remaining  compniiics  .-nc  operating  <lo 
not  exi)ire  in  the  near  future. 

'i'he  Chicago  City  Kailway  ('oinpany  serves  that  portion  of 
the  South  Division  coiitigious  to  the  l)usiness  center,  but  has  no 
itlilialion  with  or  control  of  the  companies  serving  the  outlying 
-outheily  len-itory,  although  some  of  their  lines  are  in  close  con- 
nection for  easy  transfer  of  jtassengers.  None  of  the  lines  of 
the  outlying  coin|iaiiies  have  terminals  north  of  Sixty  third  street. 

The  Chicago  Union  Traction  (\)mpany.  Ii>  virtue  of  leases, 
controls  the  operation  of  the  lines  of  the  North  Chicago  Street 
Kailroad  ('omi»any  an<l  the  West  Chicago  Strci't  Kailroa<l  Com- 
jtany.  and  their  subsidary  companies.  \i/, :  the  ("hicago  i'assenger 


28  THE  CHICAGO  TRANSPOR  rATlON   PROI'.LEM 

Kailway  Coinpauy,  the  Chicago  West  Division  Kailway  Com- 
pany and  the  North  Chicago  City  Railway  Company. 

The  West  and  North  Divisions  are  served  by  these  companies 
except  where  the  lines  of  the  Chicago  Consolidated  Traction 
Company  are  built  through  the  territory  contiguous  to  the  busi- 
ness center  and  where  operating  privileges  are  exchanged  be- 
tween the  Union  and  Consolidated  Companies.  The  Union 
Traction  Company  also  practically  controls  the  operations  of 
the  Chicago  Consolidated  Traction  Company  by  virtue  of  an 
operating  agreement  and  also  by  control  of  a  majority  of  its 
capital  stock. 

The  Chicago  Consolidated  Traction  Company  is  in  possession 
of  ordinances  covering  a.  large  number  of  streets  which  are  ex- 
tensions to  streets  on  which  the  Union  Traction  Company  is  now 
operating  cars  and  also  covering  streets  that  are  section  and  half 
section  lines,  within  the  present  city  limits,  which  condition  pre- 
cludes the  possibility  of  future  extensions  of  the  Union  Traction 
Company  lines  to  the  present  city  limits  or  to  any  extensions 
thereof.  The  C^hicago  Union  Traction  Company  charges  one 
fare  of  5  cents  and  the  Chicago  Consolidated  Traction  Company 
charges  another  fare.* 

The  Consolidated  Traction  Company  is  also  in  possession  of 
ordinances  covering  some  streets  that  traverse  the  inner  territory 
of  the  Union  Traction  Company,  and  its  cars  reach  a  terminal  in 
the  business  center  by  traffic  agreements  with  the  Union  Com- 
}:)a.ny,  but  there  is  no  interchange  of  transfers  on  these  streets 
between  the  two  companies.  While  these  two  (Companies  are 
separate  and  distinct  and  while  the  ordinances  running  to  the 
Consolidated  Company  do  not  expire  at  the  x)resent  time  and 
consequently  are  not  under  consideration,  it  would  be  very  desir- 
able—if such  a  thing  were  possible  in  the  adjustment  of  the 
Union  Traction  Comj>any's  ordinances— to  eliminate  the  double 


*Since  the  foregoing  was  written  the  Supreme  Court  of  llhnois  has  handed 
down  a  decision  confirming  the  position  taken  l)y  the  city  that  hy  the  agreement 
existing  between  the  two  companies  and  by  tlie  control  of  the  stock  of  the  Con- 
solidated Company  by  the  Union  Companj',  the  two  Companies  were  one.  and  con- 
sequently one  fare  only  must  be  charged  by  the  two  Companies  and  transfers  nin^t 
be  issued  between  the  lines  of  both  Companies  to  enable  a  passenger  lo  complete  a 
continuous  trip  within  the  city  limits  for  one  fare.  At  the  present  time  the  Com- 
panies are  attempting  to  comply  with  this  decision,  although  it  is  understood  that  they 
intend  to  appeal  to  tJie  Federal  Courts,  and  since  from  this  it  seems  that  the  ques- 
tion is  not  yet  settled  I  have  thought  best  to  leave  the  discussion  here  as  well  as 
that  in  Part  2  relating  to  transfers  stand  as  originally  written. 


GENERAL  DISCUSSION  29 

fare  witliin  tlie  teriitoiy  at  present  served  by  the  Union  Com- 
pany and  also  in  tlio  entire  territory  witliin  the  ]n-eso7it  city 
limits,  served  l)y  both  the  l^nion  and  (N)ns()jidated  (V)iiii>anies. 
'Ilic  Xortli  Western  Elevated  K^iilioad  Company  is  fni-iiis]iiii«i,- 
service  to  a  few  favorably  hx-ated  residents  eoiitiii,nons  to  its  line 
on  the  last  most  northerly  mile  and  to  those  clustered  around  its 
teiminus,  for  one  fare,  while  other  residents  further  rein(JviMl 
fiom  the  elevated  line  a.nd  served  by  the  lines  of  the  Consolidated 
'traction  Comjjany  are  compelled  to  pay  10  cents  to  reach  the 
business  center. 

The  Lake  Street  Elevated  K^iilroad  serves,  with  a  5  cent 
fare,  a  small  district  outside  of  the  i)resent  city  limits  in  the 
territory  also  served  by  the  Consolidated  (Vmjjany,  thus  givinji: 
those  residents  iunnediately  contigiious  to  the  elevated  line  a  5 
cent  fare,  while  others  in  the  same  territory,  but  not  so  fortun- 
ately located,  are  com])elled  to  pay  10  cents  to  reach  the  business 
center.  It  is  only  a  question  of  time— and  that  of  very  short 
duration  — when  Chicag'O,  in  its  rapid  growth,  will  absorb  more 
territory  to  the  Xortli  and  AVest,  and  this  seems  to  be  the  oppor- 
tunity to  secure  for  all  of  those  prosjX'ctive  citizens  the  great 
benetits  of  a  low  faie  to  their  olijective  i)oint,  which  a  /c/r  of  them 
are  now  in  possession  of.  The  desirability  of  such  a  concession 
cannot  be  overestimated  and  it  is  equally  desirable  in  the  terri- 
tory within  the  jiresent  city  limits,  soutli  of  the  territoi-y  served 
l)y  the  lines  of  the  Chicago  City  liailway  Company  and  also  of 
tlie  territory  adjoining  the  cit>'  limits  on  the  south;  l)ut  unfor- 
tunately the  Chicago  City  Railway  Conii)any  has  no  atliliations 
with  or  control  of  the  several  comi)anies  serving  that  territory 
and  consetpiently  the  same  vantage  points  are  not  in  possession 
of  the  city,  as  exist  with  regard  to  the  tei-ritory  to  the  north  and 
west.  It  might  he  argued  that  the  much  greater  distance  in- 
volved in  reaching  the  southerly  suburbs  would  picclnde  the 
];()ssibility  of  securing  a  single  fare  for  their  residents;  hut  the 
argument  would  not  hohl  good  in  rel'ei'cnce  to  the  noi'therly  and 
westerly  suburhs,  as  an  elc\ated  load  is  alreatly  furnishing 
serxice  l"or  o  cents  to  a  pniihni  of  the  icsiilcnt^  in  the  \'ery  c«'ntei' 
of  the  district. 

The  Chicago  (Jeiieial  K'ailway  ('ompa!i>'s  ordinances  and 
leases  cover,  among  other  streets,  one  mile  hetween  Twenty- 
second  and  Thirty-first  streets,  on  hoth  Kcdzic  axcniic  and  Ash- 
land avenue.  This  company  has  no  atliliation  with  either  the 
Chicago  City  Railway  Company  or  the  ( 'hicago  Union  Traction 


30         THE  CHICAGO  TRANSPORTATION  PROBLEM 

(^oinpauy,  and  its  occupancy  of  the  streets  as  above  stated  pre- 
cludes tlie  possibility  of  connecting  the  trackage  of  the  City 
Hailway  C^onipany  and  of  the  Union  Traction  Company,  now 
being  operated  both  north  and  south  of  the  Chicago  General 
Railway  Company's  tracks,  for  the  purpose  of  connecting  the 
West  and  South  Division  across  the  South  branch  of  the  river, 
unless  some  arrangement  is  made  to  secure  the  trackage  of  the 
Chicago  General  (Jomi)any,  or  the  right  to  operate  over  it. 

UilDEKLYING  IDEAS  OF   REPORT. 

Viewing  the  situation  from  the  standpoint  of  the  best  inter- 
ests of  the  whole  City  of  Chicago,  these  ideas  should  preA^ail  at 
all  times  and  be  guiding  and  determining  factors  in  arriving  at 
conclusions,  viz :  That  Chicago  is  one  city,  not  three ;  that  there 
are  no  divisional  lines  traversing  the  district  embraced  within 
its  boundaries ;  that  the  citizens  have  the  right  to  expect  and 
demand  that  they  be  transported  in,  through  and  about  the  whole 
district  in  one  general  direction  for  one  fare  and  with  as  little 
inconvenience  attendant  upon  the  use  of  transfers  as  practicable. 
With  these  ruling  ideas  held  firmly  in  mind,  this  report  has  been 
formulated. 

In  my  opinion,  in  the  adjustment  of  this  transportation  ques- 
tion, the  amount  of  cash  com})ensation  to  be  secured  by  the  treas- 
ury from  the  street  railways  should  be  of  secondary  considera- 
tion to  the  attainment  of  one  fare  within  the  city  limits  and  the 
very  best  transi)ortation  facilities  known  at  the  present  time, 
with  the  guaranteed  assurance  that  the  service  be  kept  up  to 
modem  standards  and  that  the  citizens  would  receive  all  the 
benefits  from  all  future  develojmients  of  the  .art. 


i*AKT  11. 

IXAI)K(,)rA('\'   OK    nv'KSKXT   ^rKK.MIXALS   AXD  SKRV- 

ICK   W  11  II    IJKCO.MMKXDA'noXS  FOIJ   IMIMJOVE- 

.MKXT  rXDKlJ   DIX'ISIOXAL  OWNERSIIII'. 


Sliowiiii;'  tlic  l^rcst'iit  'rcniiiiials  in  the  Ijiisiiiess  Ceiitci-,  the  Uses 
Made  ol'  Same,  Their  liiade(|iiaey.  — Heasons  for  tlie  Iii- 
a(le<iuate  Serviee  Being  Fiuiiislied  at  the  Present  Time. 
—  l\easons  for  Dead  Trackage  in  the  Down-Town  Dis- 
trict.—How  Electric  Terminals  Were  Granted  in  Busi- 
ness Center.  — Reasons  AVliy  Cable  ()])eration  as  a  Sys- 
tem and  ()i)eration  of  Cars  in  Trains  Should  Be  Aban- 
doned.—! 'onclusions  as  to  What  Should  Be  Done  to  Bet- 
Icr  Conditions,  Cnder  the  Present  System  of  Divisional 
(Ipciation  by  Separate  Managements.-  Discussion  of 
the  Kelative  ]\lerits  of  Overhead  and  rndergiound  Con- 
duit Types  of  Electrical  Construction,  liecommenda- 
lions  t'oi-  an  Arrangement  ol"  Loo})  Terminals  to  Take  the 
I'lace  ol'  llie  Preseiil  Terminals. —  l^econimeiidations  as 
to  the  Disj)ositi()n  ol'  the  Present  Terminals.  Tal)le 
Showing  the  Cai)acity  lie(iuired  of  Teiminals.  Uecom- 
mends  a  System  of  J\outing  to  Eliminate  Largely  the  Cse 
of  Ti'ansfers.—  iJeasons  for  Desirability  of  Double  Truck 
( 'ars.  -'I'eaniing  ('onditions  and  'I'lieir  Inlluence  on  Car 
Trallic.  Sjieed  of  ("ais.  Showing  IJeasons  for  Not  Fur- 
ther Limiting  the  Spee<l.  JJejiort  on  the  System  of 
Traiisleis  in  I'se.  Pecommendations  I'oi'  the  I'nilding 
of  .\<lditioiinl  Tracks  to  Letter  Serve  the  Pnblic. 


It  is  hard  fur  the  casnal  ohseiNci'  to  sec  why  good  Imsiness 
jiiactice  wenid  not  prompt  the  owneis  and  operatois  ol"  the  sev- 
eral street  railway  ))roperties  to  operate  a  sufficient  number  ol" 
cars  to  ade<|uately  accomnuxlale  the  peojih*  it  it  were  possible  to 
do  so.      It    is   very  evident   to  the  ordinal  y   observer   that    large 

31 


32  THE  CHICAGO  TRANSPORTATION  PROBLEM 

numbers  of  x)eo])le  living  within  a  two-mile  limit  of  the  business 
eentei"  are  walking  morning  and  night.  Some  of  these  walk 
j'rom  choice,  but  the  most  of  them  do  not.  An  observation  taken 
any  morning  between  7  and  8  o'clock  or  any  evening  between 
5:30  and  6:o(),  on  any  of  the  principal  thoroughfares  at  a  point 
one  mile  from  Madison  and  State  streets,  will  demonstrate  the 
correctness  of  this  statement.  At  the  same  time  it  will  be 
observed  that  every  car  passing  the  point  of  observation  is  loaded 
to  a  point  where  it  would  be  impracticable  to  take  on  more  pas- 
sengers. 

EEASONS  FOE  PRESENT   CONDITIONS. 

There  are  three  prime  reasons  for  the  present  conditions  in 
the  business  district  during  rush  hours : 

First.— The  present  terminal  facilities,  as  arranged,  are 
utterly  inadecjuate. 

Second.  — The  operation  of  cars  by  cable  powder  prohibits  the 
use  to  their  maximum  capacity  of  the  terminal  facilities  that  are 
provided. 

Third.  — The  lack  of  electric  power  in  the  business  district. 

There  are  now  in  operation,  during  the  hours  of  maximum 
traffic  on  the  lines  that  enter  the  business  district,  1,379  cars, 
consisting  of: 

772  cable  cars. 

97  electric  motors  trailed  on  cable  trains. 
510  electric  cars. 

The  869  cable  cars  and  electric  cars  trailed  on  cable  are  oper- 
ated around  five  loops. 

The  510  electric  cars  axe  operated  around  one  loop  and  on 
five  stub  end  terminals— 34  of  them  being  hauled  by  horses  eight 
blocks  each,  every  round  trip. 

In  the  case  of  the  cable  loop  serving  the  Blue  Island  and  Hal- 
sted  Street  Gable  lines,  three  sides  of  the  loop.  Van  Buren,  Dear- 
born and  Adams  street,  are  used  jointly  by  electric  cars— the  cars 
running  on  two  sides.  Dearborn  and  Adams  streets,  being  electric 
cars  towed  by  horses. 

The  North  Division  Gable  loop  crosses  the  Madison  and  Mil- 
waukee Avenue  Cable  loop  twice  on  Ija  Salle  street  and  twice 
on  Dearborn  street.  The  West  Division  Cable  runs  under  the 
North  Division  Cable  at  each  of  these  crossings,  necessitating  the 
dropping  and  picking  up  of  the  cable  by  each  train  four  times 
in  rounding  the  loop.     The  distance  between  the  ''let-go"  and 


INADEQUACY  OF  rRESENT  SERVICE  33 

tlie  "i)i('k-iip"  point  in  each  case  is  about  5U  feet  and  for  that 
distance  the  train  is  running  by  momentum.  As  this  jjoint 
where  the  train  is  running  by  momentum  is  across  a.  street  inter- 
section it  very  frequently  occurs  that  the  train  is  cut  off  by  a 
team  which  brings  it  to  a  stop  at  a  point  where  the  rope  cannot 
be  picked  up.  It  then  becomes  necessary  to  pusli  the  train  to 
Uic  '•i)ick-up"  point  by  hand.  The  North  Division  Cable  being 
over  the  West  Division  ('al)k'  at  these  crossing  points,  it  is  im- 
possible for  a  North  Division  train  to  run  closer  to  the  crossing 
point  than  100  feet,  while  the  West  Division  train  is  making  a 
crossing.  ]f  it  did,  the  North  Division  rope  would  be  raised  to 
a  ])oiiit  where  the  West  Division  grij)  would  cut  it,  resulting  in  a 
tie-up  of  all  the  Xoitli  Division  Cable  lines  for  hours. 

These  crossing  jioiiits,  with  the  attendant  difficulties  of  0]>era- 
tion.  iiiateiially  reduce  the  cai)acity  of  these  two  loops  over  what 
it  would  li;'  if  (»])er;ite<l  electrically. 

The  liejulway  on  the  North  Division  loop  is  a  train  of  one 
giip  and  two  trailers  every  40  seconds,  or  say  one  car  every  20 
seconds.  The  iieadway  on  the  West  Division  loop  is  a  train 
every  53  seconds,  or  one  car  every  2iJ\U  seconds.  With  the  diffi- 
culties of  operation  it  is  impracticable  to  operate  more  trains 
around  these  two  loops,  and  as  the  city  ordinances  prohibit  the 
operation  of  more  than  one  gri})  and  two  trail  cars  in  one  train, 
it  is  obvious  that  the  maximum  service  that  can  be  given  on  all 
the  North  Division  Cable  lines  and  on  the  ^Milwaukee  Avenue 
and  Madison  C*able  lines  of  the  AVest  Division  has  been  reached. 

The  loop  serving  the  P>lue  Island  and  Halsted  Street  Cable 
lines  iiins  en  \'aii  Dureii,  l)e;irboni,  Adams  and  Fianklin  streets. 
\';iii  Dureii  street  is  very  iniicli  congested  by  team  tiaffic.  and 
having  the  elevated  shucture,  was  picked  out  as  a  sticet  on  which 
•an  overlu'ad  tiolley  wire  could  be  ]»laced.  There  being  such 
limitecl  facilities  for  electric  cars  in  the  l)n>iness  district,  those 
that  do  exist  are  utilizecl  to  tlieii"  fullest  capacity  for  electiical 
o|i4'iation.  which  tends  to  iimIucc  the  chance  for  cable  oiieratictn 
\  ia  \'an  Durcn  street. 

Ther(»  are  ~A  cable  cars  and  SO  elect lic  cars  ojierating  on  \'an 
I>uren  street  east  of  l^'ifth  avenue,  giving  a  Iieadway  of  less  than 
one  car  every  '20  seconds.  The  SO  electric  cars  stub-end  at  State 
street  and  cross  back  to  the  west-bound  track.  Platfonn  gates 
have  to  be  clianged,  trolle>  hii  iied,  fenders  put  up  on  one  end  and 
let  down  on  the  othei".  and  the  niotonnan  has  to  change  from  one 
(  nd  of  the  cai'  to  the  othci-  and  adjust  his  controller  and  I'everse 


34  THE  CHICAGO  TRANSPORTATION  PROBLEM 

handles.  At  this  point  the  cars  also  discharge  and  take  on  the 
bulk  of  their  passengers.  It  is  impracticable  to  operate  this  stub 
terminal  on  a  much  closer  headway  than  20  seconds.  Should 
the  headway  on  the  calble  lines  operating  on  this  cable  loop  be 
diminished,  the  headway  for  the  Van  Buren  and  Twelfth  Street 
Electric  lines  would  have  to  be  lengthened. 

Over  Adams  street,  passing  the  Union  Depot,  are  routed  the 
Harrison  Street  lines,  also  the  Fulton  Street  line  of  the  Chicago 
Consolidated  Traction  Company,  terminating  at  State  street. 
The  overhead  trolley  wire  stops  at  Fifth  avenue  and  the  34  cars 
operating  on  the  above  two  lines  have  to  be  hauled  from  Fifth 
avenue  to  State  street  and  back  by  horses.  Adams  street  forms 
the  north  side  of  the  Blue  Island  and  Halsted  Street  Cable  loop, 
and  over  this  street  is  also  operated  the  54  cable  cars  of  the  two 
lines.  For  the  past  three  years  it  has  been  no  uncommon  sight 
to  see  Adams  street  lined  with  cars  as  far  west  as  the  bridge, 
awaiting  llie  unloading  of  stone  wagons  at  the  Post  Office  site. 
All  the  incoming  Union  Depot  passengers  patronizing  these  lines 
desiring  to  reach  State  street  are  liable  to  be  subjected  to  these 
delays  several  times  each  day.  Under  the  existing  conditions  it 
is  impracticable  to  operate  more  cars  on  Adams  street. 

On  Madison  street,  betw^een  Clinton  and  Fifth  avenue,  are 
operated  the  C^analport  and  Twenty-first  Street  line  and  the  Tay- 
lor Street  line,  with  16  and  10  cars  respectively.  The  overhead 
wire  ends  at  Fifth  avenue,  and  in  order  to  give  as  much  benefit 
as  possible  from  the  operation  of  these  cars  under  the  limited 
trolley  wire  facilities  in  the  down-town  districts,  they  are  taken 
north  on  Fifth  avenue  and  Wells  street  to  Kinzie  street,  forming 
a  pretty  fair  connection  between  the  Union  and  Northwestern 
Depots;  but  the  regular  patrons  are  compelled  to  walk  from 
Fifth  avenue  if  they  desire  to  reach  the  shopping  district  to  the 
east.  Horses  could  be  used  here  to  haul  the  cars  over  Madison 
street  to  State  street  did  7iot  the  Madison  and  Milwaukee  cable 
occupy  Madison  street  under  a  26Y_>  second  headway. 

Lake  street  from  Fifth  avenue  to  Dearborn,  and  the  loop 
formed  by  Dearliorn,  ]\andolpli.  State  and  Lake  street  tracks-, 
serve  as  terminal  facilities  for  169  electric  cars  operating  on 
Ogden  avenue.  Division  street,  Chicago  avenue.  Grand  avenue, 
Indiana  street,  Elston  avenue  and  Xorth  State  street.  The  head- 
way on  this  loop  and  on  Lake  street,  east  of  Fifth  avenue,  is  less 
than  20  seconds.  Lake  street  is  badly  congested  with  team  traffic 
which  is  prohibited  from  leaving  the  street  car  tracks  by  teams 


INADEQUACY  OF  PRESENT  SERVICE  35 

.s1aiKlini2:  between  the  curb  and  tlie  uprights  of  the  elevated  stnic- 
luie,  set  al)out  two  feet  outside  ol  tlie  car  tracks.  Under  tlie 
existing  conditions  it  is  impracticable  to  operate  more  ears  on 
Lake  street. 

Clark  street,  from  Washington  street  to  the  river,  furnishes 
t<'rniinal  facilities  for  the  Larrabee  and  Sedg'\vick  Street  lines, 
oi)erating  13  and  12  cars  respectively,  giving  a  65  second  head- 
way on  the  terminal.  AVhile  more  cars  could  be  operated  on  this 
terminal,  it  is  unfortunately  located  with  reference  to  the  dis- 
tricts for  which  more  electrical  terminal  capacity  is  needed.  It 
cannot  be  used  by  West  Division  cars,  as  those  cars  cannot  reach 
it  owing  to  the  already  congested  condition  of  the  Lake  street 
tracks  west  of  (Mark  street.  It  cannot  be  reached  over  any  other 
street  hxt  Lake  street,  as  no  other  east  and  west  streets,  except 
Van  Buren  street,  has  a  trolley  wire.  Forty-six  per  cent  of  the 
Xorth  Division  business  is  done  on  the  cable  lines  and  as  long 
as  the  four  princijjal  arteries  leading  to  the  North  Division,  viz: 
Clybourn  avenue,  Lincoln  avenue,  AVells  street  and  Xorth  ('lark 
street,  are  maintained  exclusively  as  cable  lines  it  will  be  im- 
])ossible  to  bring  more  electric  cars  to  the  Inisiness  center  to 
utilize  electrical  terminals. 

Dearborn  street,  from  Kinzie  street  to  liandolph  street,  is 
e(iuipi)ed  electrically  and  is  used  by  the  line  connecting  the 
Northwestern  and  Polk  Street  Depots,  and  also  forms  one  side  of 
the  electric  loop  serving  the  lines  entering  over  Lake  and  North 
State  street.  The  ears  on  this  depot  line  are  pulled  b\  horses, 
on  Dearborn  street  between  Kandolph  and  Van  Durcn  streets, 
where  an  overhead  wire  is  reached  on  which  the  cars  comidete 
llic  tri|).  Ill  IraN'crsiiig  I  )(';nli(>iii  street  liclwccii  K';iii(l(il|  ili  and 
\'an  jjureii  sticets  by  liorsc  power  it  very  materially  interferes 
with  the  ()))erati(m  of  the  North  Side  Cable  lines  an<l  the  i>lue 
Island  aii'l  llalstctl  Street  Cal)le  lines. 

State  sticet  has  an  overhead  wire  from  the  I'iver  to  Lake  sticel. 
iiut  as  the  State  Street  bridge  has  been  in  course  of  i-econstruction 
ioi-  months,  this  teiiiiinal  has  been  useless  and  the  Noi'th  State 
sti'eet  cars  have  been  taken  over  the  Deai'bom  Street  bridge  and 
around  the  liandoli)h  street  electiic  loop,  thus  Juilher  congesting 
it.  The  State  street  tenninal.  when  in  oju'ration,  lan<ls  its  pas- 
sengers too  far  north  to  l)e  ]>opular  or  of  much  value. 

The  ]\andoli)h  Street  bridge  lias  be<'n  in  process  of  lecon- 
struction  for  some  time  and  has  conse<|Uently  been  unavailable 
for  street  car  ojieiation. 


36         THE  CHICAGO  TRANSPORTATION  PROBLEM 

The  Hariison  Street  bridge  lias  been  condemned  for  street 
car  operation  for  a  number  of  years. 

Fifth  avenue  has  a  trolley  wire  from  the  river  to  Twelfth 
i?lreet,  under  the  elevated  structure  from  Lake  street  to  Van 
Buren  street,  but  it  is  principally  used  by  the  cars  of  the  Chicago 
Consolidated  Traction  Company,  furnishing  transportation  be- 
tween the  Northwestern  and  Grand  Central  Depots.  Fifth 
avenue  is  too  far  west  to  be  of  much  use  as  a  terminal. 

There  are  only  three  arteries  entering  the  business  district 
from  the  South  Division,  available  for  street  car  operation,  viz: 
Wabash  a.venue.  State  street  and  Clark  street.  Wabash  avenue 
and  State  street  are  exclusively  for  cable  use,  leaving  only  Clark 
street  for  electrical  uses.  Over  these  three  streets  are  routed 
638  cars.  Wabash  avenue  has  94:  trains,  and  trails  60  Indiana 
avenue  electric  cars  from  Eighteenth  street  around  the  Randoli)h 
street  cable  loop,  giving  a  headway  of  one  train  every  56  seconds, 
or  one  car  every  18  seconds. 

State  street  has  89  trains  and  trails  from  Archer  avenue  37 
Archer  avenue  electric  cars  and  53  Ashland  avenue  electric  cars, 
giving  a  headway  on  State  sti'eet  north  of  Archer  avenue  and 
around  the  Lake  street  loop  of  one  train  every  52  seconds,  or  one 
car  every  26  seconds. 

More  cars  could  be  operated  around  these  cable  loops  if  the 
power  houses  and  ropes  would  pull  them ;  but  owing  to  the  large 
number  of  heavy  electric  motor  cars  that  are  trailed,  the  power 
houses  are  at  present  taxed  to  their  utmost  capacity  and  the  life 
of  the  cables  is  reduced  to  the  minimum  compatible  with  prac- 
tical operation.  It  must  be  borne  in  mind  that  not  only  is  the 
electric  car  much  heavier  than  the  cable  car,  but  the  motor  arma- 
tures being  geared  to  the  car  axles  by  small  pinions  on  the  arma- 
ture shafts,  the  armatures  must  be  revolved  by  the  car  wheels  at 
a  speed  largely  in  excess  of  the  speed  of  the  car  wheels,  which 
augmented  by  the  electrical  reactions  in  the  motors,  materially 
increases  the  draw  bar  pull  required  to  move  such  a  train  over 
what  would  be  required  to  move  an  ordinary  cable  train.  In 
accelerating  a  cable  train  to  which  is  attached  one  of  these  heavy 
motor  cars,  a  much  firmer  hold  must  be  taken  of  the  rope,  and  as 
the  rope  continues  to  move  at  its  normal  speed  while  the  heavier' 
train  is  accelerating,  the  wear  on  the  rope  is  abnormally  great. 
In  retarding  a  cable  train  to  which  a  motor  car  is  attached,  the 
revolution  of  the  armatures  must  be  retarded  as  well  as  the  car, 
[ind  this  extra  work  placed  on  the  braking  mechanism  of  a  train 


i.\.\|)i:quacv  of  rRESKxr  skrvice  37 

is  a  IVuitrul  source  of  accidents.  Altoo-etlier  tlic  Irailiii:;'  ol' 
iiiotoi-  cars  on  cal)le  trains  is  nii  uiidcsiinblc  inctliod  ol'  oiicialimi 
aihl  would  not  be  resorted  lo  if  oIIut  Icrmiiial  I'acilities  Nvcrc 
axailalilc. 

Over  t!ie  Clark  street  tiMiiiiiial  are  operated  2.'l'.i  electric  cars 
stuh-endiuL''  at  AVasliiui'ton  street.  The  headway  on  Clark  street 
north  (if  TwciitN -second  street  is  about  2(1  seconds.  The  opera- 
ti(Ui  ol'  cliaui;ini»'  ends,  ad.justiuii'  fenders,  and  turninij,'  trolleys, 
changing  gates  and  crossing  over  to  the  southdjound  track,  has 
to  be  gone  through  with.  Passengers  have  to  l)e  discharged  and 
taken  on,  and  it  is  liardly  ])ossible  to  get  out  of  tlie  switch  in  the  26 
seconds  allowed.  The  fact  that  the  northdjound  track  is  lined  with 
cars  bumper  to  bunii)er,  as  far  south  as  Twelfth  street,  ahnost 
every  evening  during  the  I'ush  liour,  is  concUisive  })roof  tluit  the 
o))eration  is  not  acconii)lished  in  26  seconds.  Jn  reacliing  the 
AVasliington  street  terminus,  the  congested  car  traffic  on  the  east 
and  west  lines  on  Van  Buren  street,  Adams  street,  Monroe  street 
and  Madison  street,  as  well  as  the  heavy  vehicle  traffic  on  Jack- 
son boulevard,  have  to  be  crossed.  I;nder  the  present  conditions 
it  is  impracticable  to  operate  more  cars  on  Clark  street. 

Tf  a  loo)  >  could  be  provided  for  this  Clark  street  traffic,  it  could 
he  (([lerated  much  more  satisfactorily;  l)ut  all  the  streets  inter- 
secting Clark  street  and  paialleling  it  on  each  side  aic  oeeupie*! 
by  tracks  of  the  Union  'i'raction  Company. 

It  must  be  a]»]»arent  to  anyone  who  will  thoroughly  investi- 
gate the  ruling  conditions,  that  very  little  improvement  can  he 
nia<le  in  the  surface  transportation  situation  unless  a  radical 
change  is  made  in  such  conditions. 

TlIK    KI.T.MIXATION    Ol'    TIIF,    ("AMI.K    SVSI'KM. 

'idle re  was  a  time  in  the  dcNclopinent  of  ( 'hicago  and  its  I  laiis- 
jioi'tation  business  when  cable  operation  seemed  to  be  (ill  that 
could  be  (h'siiccl.  Ideas  oil  most  all  subjects  are  l'oniie(l  thi(»ugh 
comparison.  ,\t  tli<'  time  cables  were  installed  in  ("hicago,  all 
stre<'l  cai>  were  operated  by  horses,  and  electi"icit>'  as  a  nioli\"e 
powei'  was  in  its  most  expeiiiiienlal  stage.     <  "able  oiieiation  was 

such  an  im]iro\('meiit  on  horse  operation  that  e\'ery  oik nsid- 

ered  it  ideal.  I.atei'  developments  in  electrical  o|»eralion  liax'c 
made  it  as  much  inoic  desirable  than  cable  operation  as  caltle  oii- 
eiation was  to  horse  operation.  I'lider  all  iiistallatioiis  of  cable 
systems  prior  to  the  installation  of  the  l)roa<lway  cabh'  in  Xew 
^'oik.  operations  of  cars  in  trains  was  consideicd  the  jtroper  meth- 


38  THE  CHICAGO  TRANSPORTATION  PROBLEM 

od.  The  single  car  operation  on  Broadway  as  well  as  the  single 
car  electrical  operation  demonstrated  the  superiority  of  the  single 
car  method.  Two  or  more  cars  operated  in  a  train  decreases  the 
frequency  of  cars  on  the  street;  increases  the  nmnber  of  stops 
in  the  ratio  that  the  larger  number  of  passengers  on  the  train 
bears  to  the  capacity  of  a  single  car;  requires  more  time  for 
acceleration  and  retardation;  in  taking  up  the  lost  motion  in 
drawbar  connections  due  to  wear,  an  extremely  unpleasant  effect 
is  transmitted  to  the  car ;  the  surge  of  the  slack  in  the  cable  com- 
municates a  jerky  movement  to  the  car;  owing  to  the  length  of 
the  train  and  ordinances  iDrohibiting  the  blocking  of  crossings 
by  cars,  passengers  on  the  forward  cars  are  carried  beyond  the 
foot  path  to  the  sidewalk  and  are  frequently  compelled  to  alight 
in  the  mud;  the  necessity  for  transmitting  signals  through  one 
or  more  hands  endangers  the  safety  of  the  passenger ;  the  added 
weight  of  a,  train  over  a  single  car  requires  greater  distance,  more 
time  and  more  power  for  braking  and  many  collisions  and  acci- 
dents are  traceable  to  train  operation  that  would  not  happen 
under  single  car  operation ;  congestion  in  crowded  thoroughfares 
is  increased  through  the  continuous  occupation  of  space.  The 
foregoing  are  a  few  of  the  disadantages  of  train  operation.  There 
is  nothing  to  be  said  in  favor  of  the  method,  not  even  from  an 
ownership  standpoint.  The  money  saved  in  drivers'  wages  is 
more  than  dissipated  in  the  accident  account.  Nearly  all  of  the 
objectionable  features  to  train  operation  by  cable  power,  ai:)ply 
to  train  operation  by  electric  power,  and  the  operation  of  trailers 
on  electric  motors  should  be  discouraged. 

Cable  operation  as  a  system  is  objectionable  because  the 
movement  of  a  large  number  of  people  is  entirely  dependent  on 
the  care  of  one  man,  the  gripman  at  the  levers.  If  he  fails  from 
any  reason  to  drop  the  cable  at  or  within  10  feet  of  a  designated 
spot,  the  cable  sustains  damage,  which  not  only  delays  the  pas- 
sengers on  the  one  train  that  causes  the  damage,  but  completely 
stops  the  entire  operation  of  the  whole  line  until  the  damage  is 
repaired.  Under  some  of  the  Chicago  installations  the  cable  on 
one  street  is  driven  by  the  cable  on  another  street,  so  not  only 
is  the  line  on  which  an  accident  occurs  stopped,  but  all  other 
dependent  lines  are  stopped. 

When  cables  were  introduced  in  Chicago,  naturally  the  in- 
stallation was  made  on  streets  on  which  the  traffic  was  the 
greatest.  Having  cabled  these  streets,  horse  cars  had  to  be 
eliminated  from  them  or  lose  the  benefits  in  speed  conferred  by 


INADEQUACY  OF  PRESENT  SERVICE  39 

llie  cable.  This  very  niatiMially  curlaikHl  the  elasticity  of  loiit- 
iiig  and  compelled  a  much  larger  usage  of  transfers.  Former 
horse  lines  that  were  routed  direct  to  the  business  center  were 
traiisfoiiued  into  feeder  lines  for  the  cable;  hence  the  dead  track- 
age in  the  business  center.  AVheii  oidinances  were  secured  for 
the  conversion  of  horse  tracks  into  electric  tracks,  the  right  to 
operate  the  cable  tracks  hy  electric  ]io\ver  was  withheld  and  the 
overhead  trolley  was  ))roliibite(l  in  the  down-tow  i  district,  thus 
licrpelunting  llie  coiidil ions  IVoiu  which  the  people  were  already 
sulfering.  .\fter  seveial  years  of  most  unsatisfactory  ojx'ration, 
electric  terminal  facilities  wei'c  granted  over  a  few  of  the  horse 
tiaeks  in  the  business  center,  which  relieved  the  situation  to 
some  extent  at  fhaf  iinic.  but  the  travel  has  now  outgrown  those 
facilities.  At  the  time  the  grant  was  made  for  these  down-town 
trolley  wires,  Fifth  axcnne  on  the  west,  Van  Buren  street  on  the 
south  and  Lake  street  on  the  north  were  established  as  ''dead 
lines"  witliin  which  no  trolley  would  be  allowed.  Later  grants 
l»enuilte(l  wires  on  ("lark  street  within  this  district.  The  above 
named  streets  were  selected  as  the  boundary  lines,  as  they  were 
already  occupied  by  the  elevated  structure.  The  occupancy  of 
these  streets  by  the  elevated  structure  increased  the  congestion 
already  existing— these  streets  being  natural  liighways  for  team 
traffic— and  when  the  a<hled  liurden  of  electric  cars  was  intro- 
duced, the  congestion  became  abnoinial.  All  efforts  on  the  l^art 
oi'  the  Traclidii  Companies  and  the  ("it>-  Authorities  to  agree 
ui)on  an  amicable  and  satisfactory  way  of  electrically  e<|uii)])ing 
the  cable  and  horse  lines,  and  the  dead  tracks  in  the  business 
center,  in  ordei'  to  I'uniisli  teiiiiinals  for  elcctiic  cais.  IiaNc  failed 
up  to  the  picsellt    time. 

U  KCOM  M  EN  DATION  S. 

The  foregoing,  it  seems  to  me,  sets  forth  the  conditions  as  they 
exist,  and  the  causes  which  led  up  to  these  conditions  have,  1 
beiie\-e.  been  1  n i j i.'i it ially  and  consei\;Ui\-el>-  stated.  Serious 
conditions  rcMiuire  ladical  ticatineiit,  an<l  the  following  recom 
meiidatioiis  are  i-esjiect fully  submitted,  with  a  belief  that  their 
ado|ition  will  give  to  the  citi/eiis  of  ("liicago  as  good  surface  line 
I niHsjxirldlioH  jdc'il'ii'ics  as  can  be  given  under  the  sepai'ate  owner- 
shi])  an<l  o|teration  of  teriitoi'y  at  jtresent  existing: 

J-'irst.  All  cable  operation  sliouM  be  ab;indonc(l  and  the  cable 
trackage  cnnxcrtcd  to  cither  (iNcrhead  trolle>  <»r  undcr- 
gioun<l  coniluit  for  electiical  propulsion  of  cai's. 


40  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Second.  — llie  territory  embraced  by  the  river  on  the  north  and 
west,  and  Twelfth  street  on  the  south  should  be  used  in 
common  by  all  companies  for  the  proper  location  of  loop 
tracks  for  terminal  facilities,  all  these  business  center 
tracks  to  be  of  the  underground  electric  conduit  type. 

Third.  — Cars  should  be  routed,  so  far  as  practicable,  via  trunk, 
avenue,  and  cross-town  lines  combined,  in  such  manner 
as  to  serve  the  maximum  amount  of  travel  with  the 
minimum  use  of  transfers. 

Fourth.  — Sufficient  cars  of  the  double  truck  pattern,  equipped 
with  brakes  operated  by  other  than  hand  power,  ade- 
quately heated  during  cold  weather,  and  operated  singly, 
should  be  provided  for  all  through  lines,  although 
lighter  cars  could  be  used  on  the  cross-town  line  service. 

Fifth.  — On  all  well  paved  streets  all  rails  on  new  track  built  and 
on  all  tracks  when  renewed,  should  be  of  the  grooved 
type,  designed  on  such  lines  that  the  groove  will  be 
cleaned  by  the  passage  of  the  wheel  flange  and  present- 
ing the  least  obstruction  to  crossing  vehicles,  and  ex- 
tending the  least  invitation  to  tracl'iug  vehicles.  Where 
such  rails  are  laid  the  pavement  should  be  kept  clean. 

To  accomplish  the  first  and  second  reconnnendations  involves, 
on  the  part  of  the  Traction  Comi)anies,  a  very  large  expenditure 
of  money  and  an  abandonment  of  extensive  equipment  from 
which  little  salvage  can  be  obtained.  The  expensive  part  of 
cable  installation  is  the  track,  curve  and  vault  construction. 
The  yokes  used  in  a  large  part  of  Chicago  cable  constniction 
were  designed  for  a  shallow  rail,  and  to  carry  the  ordinary  single 
truck  street  car  weighing  about  five  tons.  They  are,  therefore,  not 
suitable  for  the  operation  of  25  ton  double  truck  electric  cars  such 
as  are  now  being  operated  on  South  Clark  street  and  on  some  of 
the  West  Side  lines.  The  correctness  of  this  statement  is  verified 
by  the  present  condition  of  the  Milwaukee  avenue  cable  track, 
over  which  only  ten-ton  motor  cars  have  been  in  operation  for  a 
few  years.  The  abandonment  of  the  cable  systems  and  the  sub- 
stitution of  electric  tracks  means  an  entire  rebuilding  of  most 
of  tlie  cable  trackage.  Power  honse  engines  and  other  machinery 
designed  for  cable  use  cannot  be  utilized  to  advantage  in  electrical 
operation.  While  this  heavy  expenditure  of  money  and  the 
abandonment  of  property  by  the  companies  is  involved,  the  effort 
to  obtain  for  the  people  adequate  and  u]i-to-date  transportation 


IXADI-QIACV  OF  PKKSEXT  SKRVICE  41 

facilities  Is  the  |iaianu)uiit  object  t«>  he  ()l)taiiie(l  in  tlic  adjust- 
ment of  llic  traiis))(>rtatioii  (jiiestioii.  An  estimate  in  detail  of 
the  cost  of  huildiiii;-  underground  conduit  electric  track  is  jijiven 
elscwlicre  in  this  report. 

KKI.AIIVI.    MKItriS  ()|-   (iVKIMI  KAl)  TROLLEY   AND   CONOlTr   SVSTKMS. 

M.\]iei'ience  with  the  o\'ciliead  trolley  wire  in  ('iiicai^'o,  as  well 
as  in  other  large  cities,  has  demonstrated  that  its  advantages  far 
exceed  it  disadvantiiges.  There  is  practical  I  \'  no  increased 
danger  in  its  use  in  the  average  business  or  residential  districts, 
excei)t  that  due  to  the  increased  speed  of  the  cars.  In  these  dis- 
tricts the  t)nildings  are  not  of  such  height  as  to  reciuire  the  lioist- 
ing  of  long  ladders  or  stand  pipes  by  the  fire  dei)artment  in  case 
of  fires,  and  as  modernly  constructed  trolley  lines  are  provided 
with  frequent  current  cut-out  i)oints,  very  little,  if  any,  danger 
is  experienced  from  contact  with  live  Avires  in  suppressing  fires. 
There  have  Ijeen  very  few  recorded  instances  of  damage  arising 
from  broken  or  falling  wires,  and  such  as  have  occurred  have 
been  more  than  fully  offset  by  damages  sustained  by  persons  and 
projjcrty  from  the  o])en  cable  or  electric  slots  in  the  street  sur- 
faces through  the  catching  of  horseshoe  calks  and  the  dropping 
in  of  light  vehicle  wheels.  In  congested  districts,  like  the  busi- 
ness center  of  Chicago,  where  the  buildings  attain  such  heights, 
and  where  even  a  lamj)  ])Ost  on  the  sidewalk  is  an  obstruction, 
jiole  setting  and  oveihead  wires  sliould  be  prohibited.  Outside 
of  this  district  objections  to  the  overhead  trolley  are  mainly  on 
account  of  its  appearance.  While  conduit  construction  is  picl'er- 
alile  aii<l  slidiihl  nil  I  iiKilclii  he  required  on  all  (h'liseli/  iid/nihiled 
.sV/Tc/.s  occupied  b\  the  lailway  com])anies'  tiacks,  its  i-elatix'c 
importance  to  the  ciitiic  trans})ortation  i)rol)lem,  and  coiise- 
(piently  the  aiiiouiit  to  be  constructed  now%  should  be  deteniiined 
by  your  Honorable  Ho<ly.  It  seems  to  be  a  question  of  balancing 
esthetic  considerations  against  financial  ones.  lender  nufi  eir- 
ctOHstcDices  oicrhead  coHstriietum  slundd  not  he  penviited  Itis'ide 
of  the  district  hoitiifh  d  hi/  the  rirer  mi  the  tiorth  diid  Tict  Iflh 
.street  on  the  south. 
PLANS  i<>i;   i;in  iiNc   (tr  cAii.s  axd    iiii-;  hki^a  i  kln    in  i.i;i,  m  oi'    iiii 

PUKSKNT    TINNKLS. 

Map  Xo.  1  shows  the  incsciit  tiaeks  in  the  district  embraecd 
by  the  ii\('r  on  the  north  and  west  and  'rwelfth  street  on  tiie 
south,  showing  the  tracks  in  use  for  pi'esent  terminals  and  the 
tracks  iK.tt  in  use.  oi'  what  are  c(Miimonl\'  known  as  "dead  tracks." 


42  'IHE  CHICAGO    TRANSPORTATION  PROBLEM 

Map  No.  2  shows  an  arrangement  of  loops,  eleven  in  number, 
three  from  the  South  Division,  three  from  the  North  Division, 
and  five  from  the  West  Division,  entirely  independent,  in  which 
grade  crossings  are  eliminated,  except  where  the  traffic  operat- 
ing on  each  loop  crosses  itself  to  avoid  running  against  vehicle 
traffic,  which  custom  has  decreed  shall  keep  to  the  right.  It  is 
impossible  to  devise  loops  where  one  street  has  to  be  used  for  two 
tracks  and  also  observe  the  right  of  team  traffic  without  crossing 
the  car  traffic  at  some  point  on  the  loop.  It  is  plain  that  in  mak- 
ing the  choice  between  two  evils,  viz.,  the  crossing  of  car  traffic, 
or  the  running  against  team  traffic,  the  lesser  has  been  chosen. 
The  crossing  of  car  traffic  on  the  loop  cannot  be  considered  as 
reducing  its  capacity  much  more  than  the  crossing  of  the  track 
at  any  point  by  a  team.  It  is  plain  that  this  i)lan  furnishes  as 
much  terminal  capacity  as  can  be  obtained  in  the  limited  area 
available  on  the  surface.  In  this  plan  the  three  tunnel  entrances 
now  in  existence  within  the  business  district  are  incorporated, 
and  it  seems  to  be  essential  in  whatever  plan  is  adopted,  either 
surface  or  subway,  that  the  present  tunnels  be  lowered  in  order 
to  provide  a  deeper  channel  in  the  river  to  maintain  marine 
traffic  and  retain  our  present  and  regain  our  former  marine 
commerce.  If  the  tunnels  are  lowered  a  sufficient  amount  to 
accommodate  marine  traffic  the  present  tunnel  entrances  must  be 
extended  in  both  directions  at  least  one  block,  in  order  that  the 
grades  may  not  become  prohibitive  for  the  operation  of  electric 
cars.  It  is  obvious  that  whatever  plan  of  surface  terminals  may 
be  adopted,  which  involves  the  use  of  and  lowering  of  the  present 
tunnels,  must  be  open  to  this  objection.  It  therefore  seems  to 
me  that  it  is  impracticable  to  lower  the  present  tunnels  and  re- 
tain them  for  surface  street  car  operation. 

Map  Xo.  3  is  a  modification  of  the  plan  shown  on  Map  Xo.  2 
and  eliminates  the  use  of  the  tunnels  and  provides  for  through 
traffic  between  divisions,  but  is  based  upon  the  assumption  that 
grade  crossings  will  be  permitted,  and  that  the  two  companies 
could  amicably  arrange  for  the  joint  use  of  tracks  in  the  business 
district.  La  Salle,  Washington  Street,  and  Michigan  Avenue 
are  left  free  of  tracks,  and  thus  could  be  utilized  for  boulevard 
[jurposes,  or  team  traffic.  This  arrangement  of  terminals  serves 
the  largest  street  mileage  by  all  lines  of  cars  that  I  have  been 
able  to  devise,  and  makes  it  possible  to  deliver  almost  all  of  the 
])assengers  to  State  Street,  and  all  to  Dearborn  Street.  (For 
routing  of  cars  under  this  plan  see  Appendix  D.)      By  the  adop- 


INADEQUACY  OF  PRESENT  SERVICE  43 

tion  of  this  plan,  wliicli  could  be  put  into  operation  in  a  very 
short  time  after  once  agreed  ui)on,  the  destruction  of  the  [jresent 
tunnels  could  at  once  take  place,  and  thus  remove  the  present 
barriers  to  marine  traffic,  and  at  the  same  time  leave  it  i)ossibl(! 
and  practicable  to  construct  whatever  system  of  subways  may 
ultimately  be  decided  upon  without  the  necessity  of  adhering  to 
the  location  of  the  present  tunnels.  It  should  not  be  inferred 
from  this  that  T  advocate  the  coiupleti'  destruction  of  all  the  pres- 
ent tunnels,  for  it  is  possible  and  reasona))ly  certain  that  one  or 
more  of  them  could  be  used  in  a  subway  system.  The  tops  of 
such  tunnels  could  be  immediately  lowered  and  acconmiodate 
marine  ti'affic,  and  the  remainder  of  the  work  ])reserve(l  for 
future  use  in  connection  with  the  subways.  It  is  feasible  to 
handle  the  i)resent  traffic  under  this  arrangement,  for  tlie  reason 
that  modern  bridges  have  largely  been  constructed  and  are  being 
constructed,  and  the  handling  of  the  river  tiaffic  has  of  late  years 
l)een  controlled  in  such  a  manner  that  inteivfcreiice  witli  street  car 
ti'affic  could  be  borne  with  until  tlie  subway  tunnels  could  be  con- 
stinieted.  It  should  l)e  thoi'oughly  understood,  howevei-,  that  if 
any  attempt  to  lower  the  tunnels  is  made,  they  should  be  lowered 
a  sufficient  amount  to  permanently  accommodate  the  probable 
marine  traffic  of  the  future. 

TRAFFIC  CONDITIONS. 

As  sliowing  iiow  near  the  eleven  terminal  loops,  as  given  on 
eitlier  map  Xo.  "J  or  Xo.  .'!,  would  jjrovide  facilities  foi'  the  trallic 
I'lom  the  three  divisions,  the  following  is  submitted. 

It  was  necessary  to  ascertain  what  ])i'op(>rtioii  of  tlie  total 
passengers  caniiMl  by  the  Iwo  comiiaiiies  IVoiii  the  thice  dix'isions 
was  carrie<l  into  tlie  business  center  duiiiig  the  entire  day  and 
during  the  morning  and  night  "lusli,"  and  as  their  recoi'ds  did 
not  show  this  infonnation  it  was  necessary  to  make  some  assumj)- 
tions  and  estimates,  wliieh  I  am  <'on\in('e(l  ai'e  appi'oxinialely 
correct. 

It  was  ascertaine*!  that  •_•<>  per  cent  of  the  total  passengers 
carried  were  carried  on  cross  lines,  lines  not  having  a  tei'minal 
in  the  business  cent<'r.  Deducting  this  I'O  po-  cent,  left  the  iias- 
sengers  earned  on  trunk  lines  tenuinntlng  down  town.  From 
this  number  was  de(lu('l(<l  Jo  pci-  cent  \'nv  those  i»assengei"s  riding 
on  trunk  lines  but  not  coming  to  the  business  center.  This  left 
the  numbei'  of  passengers  that  weiv  biought  into  and  taken  out 
of  the  business  center  on  tiunU  lines  during  the  entire  dav.      As 


44  THE  CHICAGO  TRANSPORTATION  PROBLEM 

the  ])resent  service  given  duiing  tlie  middle  of  tlie  day  is  less 
than  50  per  cent  of  the  maximum  service  during  the  rush  hours, 
and  as  the  cars  during  the  middle  of  the  day  are  only  moderately 
well  filled,  a  deduction  of  25  per  cent  was  made  to  arrive  at  the 
n.umber  of  passengers  hauled  during  the  rush  hours.  The  rush 
hours  are  embraced  within  90  minutes  in  the  evening  and  a  some- 
what longer  period  in  the  morning,  but  for  the  purpose  of  this 
estimate  it  is  assumed  that  the  intervals  are  equal.  By  dividing 
the  number  thus  obtained  by  two,  we  have  the  number  for  which 
capacity  must  be  provided  during  ninety  minutes  each  morning 
and  evening.  By  a  further  deduction  of  one-third,  the  number 
handled  in  one  hour  is  obtained. 

One  Year  Ending 
1001.  Junk  30,  1902.  IYeak. 

South  Div.     North  Div.     Wt-st  Div.  Total. 

Passeng-ers  carried 117,127,732        56,807,083        99,329,815  273,264,630 

Cross  Town,  20  per  cent 23,425,546        11,361,416        19,865,963  54,652.925 


Trunk  Lines 93,702,186  54,445,667  79,463,852  218,611,705 

25  per  cent.  Short  rides 23,425,546  11,361,416  19,865,963  54,652,925 

75  per  cent,  of  Trunk  Lines  to  down  town 70,276,640  34,084,251  59,597,889  163,958,780 

25  per  cent  ride  during- day 17,569,160  8,521,062  14,899,472  40,989,695 


Hauled  durin}T  rush  morning- and  nig-ht   52,707,480        25,563,189        44.698.417        122,969,085 

Per  day 144,404  70,036  122,461  336,901 

One-half  morning- 72,202  35,018  6' ,230  168,450 


One-half  at  nig-ht  to  be  moved  in  90  minuti-s 72,202  35,018  61,231  168,451 

To  be  moved  per  hour,  two-thirds 48,135  23,346  40,821  112,302 

The  hourly  capacity  of  a  loop  under  a  given  headway  is  the 
carrying  capacity  of  the  num1)er  of  cars  that  pass  a  given  point 
on  the  loop  in  one  hour. 

Assuming  60  passengers  to  the  car,  which  w^ould  be  a  comfort- 
able load  for  a  double-truck  car,  a 

30  second  headway  would  irivr.  12  '  cars.  Capacity  1  loop  p;-r  hr 7,200  ps. 

25        "  '•  ••  •■  144     ••  ••  1     ••  ■•       8,640    " 

20        '•  ••  •■  ••  18ii     ••  ••  1     •■  ••      10,800    " 

12         •■  •■  ■•  ••  2411     ••  •■  1     •■  ••       14,400    " 

10        ••  •■  ••  •■  36  1     ••  •■  1     ••  ••      21,600    " 

Tlie  three  loops  provided  for  the  South  Division  w^ould  give, 

Under  a  30  second  headway,  capacity  for  21.600  per  ln)ur 
••  25        '•  ••  ••  ••    25.920 

'•  20        ••  ■•  ••  ••    32.400 

"        •■  15        ••  •■  ••  '•    43.2(Ki 

"         "  ;0         ••  ••  ••  ••    64.800 

The  number  of  passengers  to  be  handled  per  hour  on  these 
three  loops  from  the  South  Division,  as  shown  by  the  foregoing 
table,  is  48,135,  or  it  w^ould  be  necessary  to  maintain  a  little  closer 


INADEQUACY  OF  PRESENT  SERVICE  45 

lieadwny  tluui  15  seeoiuls,  assiuniiii»"  an  (M|iial  miinher  of  i)asseii- 
iic'is  canii'd  iii  a  ^iven  tinio  iiii;Iit  and  nioi  nini-'.  In  case  more 
]mssengeis  were  cai  ried  at  nii!,lit,  tlie  headway  would  be  slijilitly 
deci'eased  during  tJiis  time. 

Tile  five  loops  pi'ovided  troin  tlie  West  Division  would  gi\e, 

Under  a  30  si'coiul  lu-adway,  capacity  for  36,(H)»I  pi-r  hour 
"        ••  25        ■•  ■•  ■•  ••    43,2.Xl 

"        ••  2()        •■  ■■  •■  "    5t,iHK) 

••  15        ••  ••  ••  ••    72.0.K) 

••  10  ••  ••  ••  •'  lOS.lKKI 

As  the  number  of  i)assengers  to  be  handled  per  hour  from  the 
West  Division  is  4r),821,  only  a  '25-second  lieadway  would  ])e 
retpiired,  leaving  room  for  considerable  increase  in  business  over 
tlic  luesent,  and  also  for  the  use  of  South  Division  cars,  which 
could,  by  arrangement  with,  the  Union  Traction  Company,  be 
bi'ouglit  into  the  business  center  via  ilalsted  and  Van  Buren 
streets. 

Tlie  three  Ioojjs  provided  i'ov  the  North  Division  would  give 
llie  same  cajiacity  as  the  thice  South  Divisi;)n  loops,  'i'lie  num- 
ber of  passengers  to  be  liai  id  Nm  I  per  hour  IVoiii  the  Xoilh  Di\"ision 
is  l23.'Un.  The  ojteration  ol"  the  loops  under  a  1^5-second  lieadway 
would  be  reijuired  to  liandle  this  number,  leaving  considerable 
room  for  increase  in  business,  and  room  for  some  of  the  cars 
from  the  northwest  ]iortion  of  the  city  to  be  routed  tliroiigli  the 
Xoilli  Division. 

ROUTING  OF  CARS  TO  .WOlD  TRANSFERS. 

Map  Xo.  4  shows  the  jji'esent  routing  ol  cars  on  all  of  the 
streets. 

^fai*  Xo.  8  shows  a  system  of  routing,  which,  if  used  on  a 
jiortion  of  the  streets,  it  is  l)elieve(l  will  aeeoumio<late  the  ti'avel- 
iiii;-  pulilic  much  better  tlian  the  present  system  and  eliminate 
laigely  the  use  of  transfeis,  if  the  passengei's  will  exeicise  a  little 
care  and  forethought  in  selecting  the  proper  cai'. 

For  l\.i  mil  jih.  Milwaukee  .\\cmie  liax'erses  the  iioitherly 
portion  ol'  llie  W'e-t  Division,  and  is  a  main  diagonal  higiiwa> 
intersecting  ea>l  and  west  and  north  and  south  sti-e<'ts  on  which 
lines  of  street  lailwax  aic  at  proeiit  operated.  Instead  of  coni- 
jielling  all  passengers  oiiginating  on  these  intersecting  lines  to 
transfer  in  order  to  reach  their  destination,  cais  should  be  routed 
as  follow- : 

Ivoiitc  I.  i'^i-om  the  business  centei-.  \ia  Milwaukee  Ax'cnue, 
west  on  ('liicago  .\\('nue  l<i  \\'<'<f   l-'oitieth  Axcnue. 


46  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Route  2.— Via  Milwaukee  Avenue,  west  on  Division  Street  to 
C^alifornia  Avenue. 

Eoute  3.— Via  Milwaukee  Avenue  west  on  North  Avenue  to 
West  Forty- Sixth  Avenue. 

Eoute  4.— Via  Milwaukee  Avenue,  west  on  Armitage  Avenue 
to  West  Forty-Fourth  Avenue. 

Eoute  5.— Via  Milwaukee  Avenue  to  city  limits. 

If  each  of  these  routes  were  operated  on  a  five  minute  head- 
way, the  intervals  between  cars  on  Milwaukee  Avenue  would  be : 

South  of  Chicago  Avenue,  one  minute. 

Between  Chicago  Avenue  and  Division  Street,  two  minutes. 

Between  Division  Street  and  North  Avenue,  three  minutes. 

Betw^een  North  Avenue  and  Armitage  Avenue,  four  minutes. 

North  of  Armitage  Avenue  to  the  city  limits,  five  minutes. 

Decreasing  in  frequency  of  cars  as  outlying  districts  were 
reached. 

The  headway  on  the  intersecting  east  and  west  streets  from 
the  operation  of  the  Milwaukee  Avenue  cars  would  be  five  min- 
utes on  each  street,  but  this  headway  would  be  lessened  by 
through  cars  constantly  operating  on  the  east  and  west  streets. 

Second  Example.     From  the  business  center. 

Eoute  1.— Via  Wells  Street,  west  on  Chicago  Avenue  to  Mil- 
waukee Avenue. 

Eoute  2.— Via  Wells  Street,  west  on  Division  Street  to  Mil- 
waukee Avenue. 

Eoute  3.— Via  Wells  Street,  Clybourn  Avenue  and  west  on 
North  Avenue  to  Milwaukee  Avenue. 

Eoute  4.— Via  Wells  Street,  Clybourn  Avenue  and  west  on 
Fullerton  Avenue  to  Milwaukee  Avenue. 

Eoute  5.— Via  Wells  Street,  Clybourn  Avenue  and  west  on 
Belmont  Avenue  to  Milwaukee  Avenue. 

The  objection  will  probably  be  raised  by  the  street  railroad 
companies  that  this  method  of  routing  will  tend  to  create  confu- 
sion and  increase  the  cost  of  operation,  and  there  might  be  foun- 
dation for  such  an  argument  when  the  system  is  first  adopted, 
))ut  for  the  great  benefit  of  the  traveling  public  this  method  should 
be  tried  for  the  reason  that  it  largely  eliminates  the  necessity 
of  transfers  and  reduces  the  time  required  for  through  trips. 
The  system  is  in  successful  use  in  other  large  cities  which  are 
laid  out  similar  to  Chicago.  This  method  of  routing  could  be 
extended  to  other  streets  with  equal  benefits  to  the  public,  but 


IXADliQl'ACV  OF  PRESENT  SERVICE  47 

all  (if  tlieso  cliaiiges  sliould  Itc  made  ij;ra(lually.  aiul  as  tlie  utility 
ui"  such  routing  became  evident.  In  I'act,  tliis  biancii  ol'  the 
ti'ansi)ortation  business  should  be  under  the  control  of  the  city, 
to  be  extended  to  districts  as  the  residents  ot  such  districts  ex- 
l)ressed  themselves  in  favor  of  it. 

The  method  adopted  in  routing  cars  has  a  great  bearing  on 
tho  efhciency  of  service  rendered  to  the  public.  It  will  be  readily 
seen  that  the  benefits  to  ])o  derived  from  a  more  comprehensive 
method  of  routing  than  is  in  effect  at  the  present  time  cannot  be 
derived  until  all  tracks  are  e([uipped  for  llic  (tiicratioii  of  one 
system  of  motive  power. 

rvpKs  OF  CAHS  r(>.Mi'Ai{i;i). 

The  installation  of  double  truck  closed  cars  is  very  desirable 
for  a  number  of  reasons.  The  seating  capacity  of  a  double-truck 
car  with  reversible  back,  cross  seats  and  center  aisle,  such  as  is 
being  operated  on  South  Clark  Street,  is  52  passengers,  against 
80  passengers  for  the  ordinary  closed  single-truck  car,  or  an 
increase  of  22  passengers  per  ear,  or  73  per  cent.  The  change  to 
doul)le-truck  closed  cars,  of  all  the  single-truck  closed  cars  now 
being  operated,  would  add  a  seating  capacity  equivalent  to  add- 
ing 1,122  more  cars  of  the  single-truck  type  to  the  present  service, 
without  increasing  the  number  of  cars  on  the  streets.  A  car 
equiijjied  with  cross  seats  and  reveisible  hacks  pennits  all  pas- 
sengers to  face  forward,  and  conse(iuently  can  be  used  with  low- 
ered windows  and  open  doors,  as  a  sunmier  car.  Milwaukee, 
Wisconsin,  has  adopted  for  use  for  the  entire  year  such  a  car, 
recognizing  the  fact  that  theic  are  more  days  in  the  so-called 
sununer  season,  in  this  eliniate,  calling  for  closed  cars  than  there 
are  when  open  cars  are  nioic  desirable.  The  riding  (|iialities  of 
a  doul)le-truek  car  are  sui>erior  to  the  oscillating  single-truck 
car.  While  the  doublet  iiick  car  is  much  heavier  than  the  single- 
tiuck  car,  re(|uiring  nior<'  powci'  foi'  its  operation,  it  can  In- 
operated  at  a  higher  ax'erage  si>e<'d  with  greater  safety  to  the 
public  than  the  lighter  single-truck  car  can,  owing  to  the  applica- 
tion and  use  of  power  braking  mechanism,  withont  which 
mechanism  no  hca\\  donblelrnck  cars  should  be  perniitlcd  to 
operate. 

It  would  be  advisable  to  contiinu'  the  operation  (»f  the  small 
type  of  single-truck  cars  on  short  cross-town  lines,  and  also  in 
tlie  l)usiness  center,  provided  a  local  business  center  distributing 
system  is  installed.  While  on  the  su)).ject  of  cars,  T  desire  to  say 
tiiat,  in  the  event  of  the  installation  of  a  subway  system  in  Chi- 


\8  THE  CHICAGO  TRANSPORTATION  PROBLEM 

c*ago,  cars  for  operation  in  the  subways  should  be  constructed  of 
non-combustible  material.  Safety  to  human  life  demands  that 
this  precaution  be  taken  with  electrically  operated  cars  in  con- 
fined places.  The  subject  is  receiving  attention  in  this  country  as 
well  as  abroad,  and  the  result  of  the  investigations  will  undoubt- 
edly be  a  decision  to  eventually  demand  non-combustible  cars  for 
operation  in  all  underground  ways. 

In  the  operation  of  double-truck  cars  there  will  be  found  a 
number  of  points  on  the  different  streets  and  at  intersections 
where  the  present  tracks  are  too  close,  and  where  curves  are  not 
of  the  proper  radius  to  operate  with  safety.  At  these  points 
the  tracks  should  be  changed  so  that  the  safety  of  the  imblic 
would  be  guarded  at  all  times. 

A  discussion  on  type  of  rail  and  track  construction  will  be 
found  in  Part  6  of  this  report. 

OBSTRUCTION  BY  TEAM 'TRAFFIC. 

Should  all  of  the  foregoing  recommendations  be  adopted,  the 
traveling  public  will  not  receive  the  measure  of  efficient  service 
calculated  to  be  rendered,  unless  the  municipal  authorities  adopt 
and  stringently  enfoTce  regulations  for  the  better  conduct  of 
team  traffic  on  the  streets  of  the  city.  In  no  first-class  city  in  the 
country  are  the  conveniences  of  the  traveling  public  so  little  con- 
sulted and  their  rights  so  little  protected  as  in  Chicago.  While 
one  of  the  city  ordinances  provides  that  teams  shall  leave  the 
track  on  the  approach  of  the  car,  it  is  qualified  by  the  provision, 
"as  soon  as  possible,"  and  the  teamster,  in  the  absence  of  a 
police  officer,  is  the  sole  judge  of  when  it  is  possible.  In  the 
judgment  of  the  average  teamster  the  possibility  of  leaving  the 
track  decreases  in  ratio  to  the  weight  of  the  load,  generally  re- 
sulting, if  he  has  a  heavy  load,  in  his  retaining  the  track  until  he 
reaches  an  intersecting  street. 

As  there  is  practically  no  limit  on  the  weight  of  load,  heavy 
loads  are  the  iiile,  and  as  heavy  loads  prohibit  any  degree  of 
speed,  street  car  operation  on  all  of  the  ]ninciiial  arteries  of  the 
city  is  seriously  retarded. 

Another  source  of  dela}^  is  due  to  the  fact  that  in  many  cases 
wagons  hauling  heavy  loads  are  loaded  to  their  full  level-road,  or 
street  car  track,  ca])acity,  with  the  result  that  when  these  wagons 
reach  the  slight  grades  approaching  the  bridges  the  horses  can- 
not pull  ttie  loads  up  the  grades  and  onto  the  bridges.  It  has, 
therefore,  become  customary  for  the  drivers  of  such  wagons  to 
count  upon  being  ])uslied  u})  these  grades  by  the  electric  cars, 


IX ADEQUACY  OF  PRESENT  SERVICE  49 

and  tli('\  wail  at  tlicsc  api)roac'lies  until  the  cars  coinc'  to  their 
assistance,  and  as  the  wagon  must  be  removed  from  the  track 
hefoie  tlie  car  can  pioceed  tlie  operators  of  the  car  are  compelled 
to  assist  the  wagons,  thus  enforcing  upon  the  street  car  compa- 
nies the  extra  expense  foi-  power  furnished,  aiul  the  still  greater 
ini]iortant  ]ioint  to  the  com])anies  and  the  i)uhlic  of  additional 
delay  in  traffic.  This  practice  lias  become  so  connnon  that  push- 
bars,  or  poles,  arc  kept  at  the  ]irincipal  bridge  approaches  for 
the  ])urpose  of  ciiabliiiu  the  wagons  to  be  pushed  up  the  grades 
by  the  cars. 

A  number  of  streets'  are  so  narrow  that  a  wagon  cannot  be 
])laced  with  its  rear  wheels  against  the  curb  and  at  right  angle 
thereto,  without  l)locking  the  car  track.  It  is  a  daily  occur- 
lence  throughout  the  entire  city  that  wagons  assume  this 
position  and  occupy  from  live  to  ten  minutes  unloading, 
wiiile  cars  are  lining  up,  very  much  to  the  inconvenience  and 
cxa.si)eration  of  the  passengers.  By  thus  locating  his  wagon,  the 
unloading  is  somewhat  facilitated  for  the  one  teamster,  but  hun- 
<lreds  of  street-car  ])assengers  are  disconnnoded  and  frecpiently 
large  loss  is  entailed.  J*rovision  should  be  made  for  the  unin- 
terrupted oi)eration  of  ears.  An  ordinance  should  be  enacted, 
with  a  heavy  penalty  for  its  violation,  compelling  teamsters  to 
leave  the  car  tracks  inunediately  ujjon  receiving  a  signal  from  an 
ap]u-oaching  car,  and  ptdhibiting  the  standing  of  a  wagon  in  any 
jiosition  oTi  the  street  wlieic  it  will  blockade  the  car  tracks. 

The  a\ciage  schedule  time  of  all  electric  cars  oi)eiated  in  the 
city  is  S  '2-  1<>()  miles  pci'  lioui'.  oi'  one  mile  in  seven  minulcs  and 
eighteen  seconds,  and  when  it  is  considered  that  this  schedule 
lime  is  only  two  and  ()n<'  (piai  ler  miles  jier  hour  greater  than  the 
scheclule  time  niaintaine(l  undei'  lunse  car  ojieration,  it  will  be 
seen  how  snudi  are  the  benefits  now  received  in  the  line  of  rapid 
transit  from  the  adoption  of  electricity  as  a  motive  jjower. 

In  estalilishing  schedules,  the  necessary  time  for  sto))s,  gaili- 
(  red  from  exiierience  in  the  operation  of  ea"li  liiu',  is  calculated, 
and  an  allowance  is  ma<le  t*oi-  delays  incident  to  ordinary  team 
traflic.  Schedules  vai>  on  the  different  streets  according  to  the 
nature  of  the  district  traversed.  A  speed  of  not  over  11  miles 
|.er  hour  is  re<|uired  Ix'tween  stops  to  maintain  the  time  sclie(hdes, 
uidess  delays  are  encountered  from  wagons,  unloading  or  holding 
tlie  track,  in  such  cases,  in  oidei  to  maintain  the  schedule,  it  is 
necessary  to  increase  the  speed  lietw(»en  stojjs,  oi-  decline  to  slop, 
or  if  the  line  of  cais  terminates  at  a  barn,  lun  out  extra  cars  to 


so  THE  CHICAGO  TRANSPORTATION  PROBLEM 

take  the  place  of  delayed  cars.  Observation  will  demonstrate 
that  this  is  a  continuous  operation  at  most  of  the  barns.  Any 
effort  on  the  part  of  the  city  to  curtail  the  present  speed  of  cars 
by  ordinance  will  result  in  a  lengthening  of  schedules,  which 
would  materially  decrease  the  already  very  small  benefits  in  rapid 
transit  derived  from  electrical  operation. 

All  efforts  should  be  directed  to  removing  the  causes  for  de- 
lay by  regulating  team  traffic,  so  that  it  would  not  be  necessary 
to  attain  a  higher  maximum  sjjeed  than  11  miles  per  hour  in 
order  to  maintain  the  present  schedules. 

THE  Q\:ESTI0N   of  TRANSFERS. 

I  have  made  a  very  thorough  investigation  of  the  transfer 
problem,  and  I  find  that  the  Chicago  City  Railway  Comi)any  is 
giving  transfers  within  its  teriitory  in  every  conceivable  com- 
bination that  could  within  reason  be  demanded.  It  is  not  only 
giving  transfers  from  trunk  to  lateral  lines  and  vice  versa, 
but  is  issuing  transfers  upon  transfers  to  facilitate  the  move- 
ment of  passengers  for  one  fare.  AVith  a  few  exceptions  the  same 
may  be  said  of  the  Union  Traction  Company  within  the  territory 
of  the  West  Division  and  within  the  territory  comprising  the 
North  Division.*  The  Union  Traction  Company  is  also  issuing 
transfers  between  the  two  divisions,  enabling  the  West  Division 
residents  to  reach  the  North  Division,  and  vice  versa,  over  some 
of  the  outlying  lines.  They  are  not  issuing  transfers  at  the  junc- 
tion of  their  divisional  lines  in  the  business  center,  and  conse- 
quently it  requires  two  fares  to  establish  communication  between 
the  territories  east  of  Halsted  Street  in  the  AVest  Division  and 
south  of  Chicago  Avenue  in  the  North  Division.  There  are  also 
some  points  of  intersection  and  juncture  west  and  north  of  these 
boundaries  where  transfers  could  be  given  that  would  facilitate 
movement.      Transfers  are  exchanged  at  a  few  points  in  the 


*  Since  the  foregoing  was  written  the  Supreme  Court  of  IIHnois  has  handed 
down  a  decision  sustaining  the  right  of  the  city  to  pass  ordinances  regulating  tlie 
issuing  of  transfers,  and  since  such  decision  was  rendered  the  Union  Traction 
Company  has  been  attempting  to  issue  transfers  in  accordance  with  ordinances 
heretofore  passed,  but  not  previously  recognized  by  the  said  company.  The  com- 
pany is  now  issuing  transfers  between  Hues  centering-  in  the  business  district,  and 
the  Union  and  Consolidated  Companies  are  now  exchanging  transfers,  thus  en- 
abling a  passenger  to  complete  a  continuous  trip  in  one  direction  between  the 
West  and  North  Divisions  and  within  the  confines  of  either  division  over  the 
lines  of  each  or  both  companies  for  one  fare.  It  is  understood  that  the  company 
intends  to  appeal  to  the  federal  courts. 


INADEQUACY  OF  PRESENT  SERVICE  51 

North  Division  between  tlie  Union  Tiaction  Company  and  the 
(Miiraoo  Consolidated  Coin))aiiy,  l)iit  only  at  i)oints  wliere  the 
( 'onsolidatcd  Company  is  utilizing  trackaiic  belonging;  to  the 
I'liion  'i'laction  Comiiany  and  vice  versa. 

For  the  convenience  of  the  traveling  public,  it  would  be  very 
desirable  to  bring  about  a  universal  system  of  transfers  between 
the  lines  of  tliese  two  comi)anies,  not  only  within  the  present  city 
limits,  but  covering  the  lines  of  the  Consolidated  Company  that 
go  beyond  tlie  city  limits,  and  the  following  discussion  regarding 
transfers  should  l)e  considered  as  relating  only  to  the  present 
situation  with  divisional  ownership.  The  extreme  distance  that 
a  passenger  would  be  hauled  under  this  transfer  would  not  be 
over  1'2  miles,  and  that  only  possil)le  on  three  lines,  and  the  terri- 
toiy  outside  of  the  present  city  limits  now  served  will  in  all  prob- 
a])ility  soo7i  l)e  annexed.  There  has  been  a  great  deal  of  misap- 
I'lehension  on  the  (piestion  as  to  what  should  be  considered  as 
constituting  a  universal  transfer  witliin  a  single  fare  district. 
.\  large  number  of  ])e()j)le  hold  the  idea  that  under  a  universal 
transfer  system,  they  should  be  permitted  to  choose  their  own 
routes  and  receive  transfers  at  all  points  of  intersection  or  junc- 
ture. ]>ermitting  them  to  ride  in  any  direction  they  choose  for  one 
tare.  To  this  misapprehension  is  due  a  great  deal  of  the  misun- 
derstanding that  seems  to  exist  between  the  people  and  street 
railways  in  general.  A  universal  transfer  within  a  one-fare 
district  should  be  considered,  as  discussed  later  on  Page  10*J,  to 
])e  a  continuous  ride  in  one  general  direction  over  the  shortest  dis- 
tance between  two  points  within  the  one-fare  district.  A  street 
railway  that  attem])ted  to  issue  transfers  under  any  other  course 
of  i-easoning  would  soon  lose  a  very  large  percentage  of  its  re- 
(•eii)ts,  to  wliicli  it  is  Justly  entitled,  through  the  improper  use 
of  transfers  by  the  public.  A  great  deal  has  been  written  and 
said  on  the  (piestion  of  ti'ansfers.  At  best  they  aic  a  nuisance  to 
both  the  public  and  the  company,  and  everything  that  it  is  piac- 
1ical)le  to  do  should  lie  done  to  eliminate  them. 

Ni:W    TItACKS     UI.Co.M  MI'.XnKD. 

Ma])  Xo.  7  shows  the  dist  i  iliution  of  population,  shaded  to 
show  density.  From  this  map  it  is  apjtarent  that  certain  dis- 
tricts are  not  very  well  sei-ved  with  surlace  t ianspoi-tatio?i  lines. 
Future  extensions  should  he  made  with  a  .  iew  to  serving  these 
districts.      Adtlitional  tiacks  should  also  be  hnilt  \o  connect  the 


52  THE  CHICAGO  TRANSPORTATION  PROBLEM 

tracks  already  laid  on  north  and  south  streets,  so  as  to  either 
exchange  transfers  between  companies  or  route  cars  through. 

The  following  are  recommended  as  being  desirable  for  con- 
struction in  the  near  future : 

Indiana  Avenue  from  Eighteenth  Street  to  Twelfth  Street. 

Twelfth  Street  from  Indiana  Avenue  to  State  Street. 

Indiana  Avenue  from  Fifty-First  Street  to  Sixty-Third 
Street, 

St.  Lawrence  Avenue  from  Forty-Third  to  Fifty-First 
Streets. 

Fiftieth  Street  from  Indiana  Avenue  to  C'ottage  Grove  Ave- 
nue. 

Forty-Third  Street  from  State  Street  to  Halsted  Street. 

St.  Lawrence  Avenue  from  Sixty-Sixth  to  Sixty-Third 
Streets. 

South  Park  Avenue  from  Sixty-Third  to  Fifty-Sixth  Streets. 

Fifty-Sixth  Street  from  South  Park  Avenue  to  State  Street. 

Western  Avenue  from  Archer  Avenue  to  the  South  Branch 
of  the  Chicago  River. 

Kedzie  Avenue  from  Thirty-Eighth  Street  to  the  South 
Branch  of  the  Chicago  River. 

Forty-Third  Street  from  Ashland  Avenue  to  Archer  Avenue. 

Thirty-Fifth  Street  from  Cottage  Grove  Avenue  to  right-of- 
way  of  the  Illinois  Central  Railroad. 

Thirty-Ninth  Street  from  Cottage  Grove  Avenue  to  the  right- 
of-w^ay  of  the  Illinois  Central  Railroad. 

Forty-Seventh  Street  from  Kedzie  Avenue  to  Archer  Avenue. 

Western  Avenue  from  Blue  Island  Avenue  to  the  River. 

Western  Avenue  from  Elston  Avenue  to  Lawrence  Avenue. 

Robey  Street  from  Eighteenth  to  Fourteenth  Streets. 

Robey  Street  from  Fullerton  Avenue  to  Belmont  Avenue. 

Robey  Street  from  Sixt^-Ninth  Street  to  Blue  Island  Avenue. 

jvobey  Street  from  Rose  e  ^'tieet  to  Irving  Paik  P.Gulo\n].1. 

Clybourn  Place  from  Ashland  Avenue  to  Elston  Avenue. 

Armitage  Avenue  from  Milwaukee  Avenue  to  Racine  Avenue. 

Addison  Street  from  Milwaukee  Avenue  to  Halsted  Street. 

Colorado  Avenue  from  Hamlin  Avenue  to  Forty-Eighth  Ave- 
nue. 

Chicago  Avenue  from  Fortieth  iVvenue  to  Forty-Eighth  Ave- 
nue. 

Fullerton  Avenue  from  Milwaukee  Avenue  to  Forty-Fourth 
Avenue. 


IXADiajLACV  OF  i'KESEN  l  SERVICE  S3 

Diversey  Avenue,  or  parallel  street,  from  Klstoii  Avenue  to 
Forty-Fourth  Avenue. 

Kedzie  Avenue  from  Chicago  Avenue  to  I'^lslou  Avenue. 

Calit'oniia  A\-eiiiie  iVoni  ('liica.lio  ANCMue  to  Tweiity-Sixtli 
Street. 

Foitietli  Avenue  iVom  'rweiity-Sixlh  Si  I'eet  to  <  ),n(leii  Axciiue. 

l''ortiet!i  Axciuie  from  WasJiitiuloii  l>oule\ai(l  to  (liaiid  Ave- 
nue. 

Fortielli  A\'enue  IVom  X(utli  Ax'enue  to  i'ilston  Ax'eiiue. 

Center  Avenue  from  Forty-Sexcnt  li  Sticel  to  'I'wenly- Kirst 
Street. 

The  tracks  on  Kil'ty-First  Street  hetweeii  Indiana  A.X'cnue 
and  Grand  Boulevard  should  he  taken  up. 

in  addition  to  tlie  above  streets  tliere  should  ultimately  be 
built  a  line  from  Cottage  Grove  Avenue  to  Lake  Avenue,  ])et\veen 
Forty-Seventh  and  Fifty-Fifth  Streets;  a  line  connecting-  "WVish- 
ington  Park  and  Jackson  Park  between  Fifty-Fifth  and  Sixty- 
I'^irst  Streets,  and  a  line  south  from  Forty-Seventh  Street  to 
Sixty-Tliird  Street,  ap]u-oximately  ])aiallel  to  the  Illinois  Central 
li'ailioad  ('omjiany's  iiglit-of-\vay. 


TAUT    ill. 

(iiv'OWTli   OF   rol'lLATlOX    AND    i)K\'l-:L(  )PM  KXT    ()F 
TIIF  TRANSPOKTATIOX    P,r8INESS,   Wmi    A    DIS- 
CUSSION OF  lM{OP>AP>LF  FIXTURE  IXOIJFASF, 
AND  AN  ANALYSIS  OF  CAPFrALIZATlOX 
AND  FiXAXOIAL  K'FSrPTS  OP.TAIXFD 
IX  I'AST  OPFPATIOX. 


Showing  I'opulalioii  by  Divisions  in  Tahles  and  (irai)lii('ally  for 
Ten  Years  from  1892  to  PX)!.  — (Jiving  Percentages  of 
Increase  and  Decrease.  — Traelv  Mileage  and  Popula- 
tion Per  ^lile  of  Track.— Revenue  Passengeis  Carried, 
by  Divisions.  — Rides  Per  Cai)ita  Per  Annum.  — Passen- 
gers Carried  Per  Mile  of  Track.  — (Jross  Passenger  Re- 
cei])ts  Per  \ri\\\  Per  Mile  of  Track  Per  Year,  and  Per 
Car  Mile  ()|ierate(l  INi  N'ear.  Tentative  Conclusions 
Regarding  l<'utiiic  I  Niimlalioii  of  Chicago  and  l^robable 
Future  learnings  of  Uailway  Coinpanies.  — Statement  of 
Operations  for  Last  Fiscal  ^'ear  an<l  Analysis  of  Exist- 
ing Capilali/alidii. 


To  show  tile  citx  's  giowtli  and  ihe  deNclopnient  of  the  trans- 
jiortation  business  the  following  tables  are  submittecl . 

The  tables  and  diagiaiiis  on  transportation  results  do  not  in- 
clude tlie  business  of  tlie  ("liicago  ( 'onsolidated  Traction  Com- 
pany, as  I  was  unable  to  secuic  llieii-  ligures.  As  the  business  of 
tlieConijiany  is  partly  dei-ived  iVoni  llie  territory  outside  thiM'ity 
limits  aii\'  ligures  that  miglil  liaxc  been  secure(l  would  not.  have 
ln'cn  applicable  tr»  tlie  pioeiit  calculations,  it  was  decided  to 
leave  them  out  of  llie  tables  an<l  make  approximations  a.s  to  the 
busiiu'ss  done  by  Ibat  ('ompaii>  witbiii  the  city  limits  in  the  de- 
ductions and  c<.iiclusions  to  l»e  diawn  from  tliese  st^itistics. 

Table    Xo.    1— shown   graphically   in    Figure  1  — shows  the 

5.^ 


56 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


"         ^  '       DiAiGRAMOFTAaLENSI 

--"''"' ^ '  ■■■■■■'    ""  ■'■■  :iH;iir-^{H>i;       - ' 


800000 -s' 

■   ^ 


-ai|:a"smtftr*i:;.j 


FIGURE  1. 


POPULATION  AXI)    IKAl-l-lC 


57 


|)(>))ulati()ii  from  tlic  incorporation  of  (lie  city  (o  the  last  census, 
taken  in  liHlo,  bv  Board  ol'  Education. 


Population   of  Cit.v 

1S37  4,170 

lS4n  4, -179 

1S43  7,5S0 

1845  12,088 

lS4f)  14,169 

1847  16,859 

1848  20,023 

1849  23,047 

1S50  29,963 

1853  t9,130 

18.55  80,000 

18.56  84,113 


TABLE 

of  Chicago   fr< 


NO.    1. 
ni    Its    Incorporation, 


1837,  to  1900. 


1860  109.206 

1S62 138,186 

1864  169,353 

1865  178,492 

1866  200,418 

1868  252,054 

1870  306,605 

1872  367,396 

1874  325,408 

1876  407,661 

1878  436,731 

1S.S0  491, .516 


1882 
18.S4 
1886 
1888 
U90 
1892 
1S94 
1896 
1898 
1900 


.'60,693 
629.985 
703.817 
802,651 
208,669 
438.010 
E67,(;57 
,616,6.35 
,851. .588 
,0117,093 


Tal)le  Xo.  '2,  not  shown  maiiliically,  iiivcs  tlie  ])0])ulation  for 
I'd  ycais  from  ISSO  to  1  !•()()  in  periods  of  two  years,  l)y  Divisions, 
sliowinii-  the  i)er('entaii,e  of  increase  between  each  census,  l>y  Divi- 
sions and  as  a  whole.  The  10  years  from  1880  to  181K)  coveis  the 
pi'iiod  of  extensive  annexation,  especially  to  the  South  Division. 
The  10  years  from  1890  to  1900  shows  an  increase  from  natural 
^lowtli  of  (55.3  per  cent,  or  an  average  of  ().53  i)er  cent  ])er  annum, 
not  compounded,  and  5.5  per  cent  com})ounded,  the  largest  in- 
crease being  in  the  South  Division.  The  federal  census  shows  this 
increase  to  l)e  an  average  of  5.44  i)er  cent  per  annum,  not  com- 
))ounded,  and  5.35  ])er  cent  compounded.  The  six  years  fiom  1S<!4 
to  1900  shows  an  increase  of  28  per  cent,  an  average,  not  com- 
pounded, of  4,()()  ])er  cent  per  year,  or  4.29  i)er  cent  i)er  year  com- 
liounded,  and  largely  in  the  West  Division.  The  two  yeais  fi'om 
April,  1898,  to  .\i)ril,  I'MIO,  shows  an  increase  of  8.44  per  cent,  or 
an  average  ol"  4.22  per  cent  per  aminm.  not  coiniioiiii<le<l,  and  3 
per  cent  c(>iiip(»ii]id('(l. 

T.M5L10   xo.   2. 
lopiilatioii   of  ihf  City   of  ChicaRo  by   Divisioii.s,   1,S.so   to  ls9(l. 


Year.  So.  Iiiv. 

1S80  i:rj.ii:;i 

1882    !."5.tM8 

18,s-l    149.564 

1886   172..?79 

1.8SS    194.164 

1.S90   41.5.922 

1M»2   5l5.7r6 

1894    .'r.2.980 

lf-96     .'..85.298 

1F98    680.527 

1900   7r.,691 


I'lrc  <iit 

P.ic.-nt 

P.M-CCMt 

Prrccnt 

1  nc:'ca«c. 

.\...  Div 
'.i.t,.5i:; 

I  ncM'a.sc 

\V.  I»iv. 
L'6'i!i71 

Incr'-iiSf. 

T..tal.   1 
401. .511. 

ncna.Ko. 

11.16 

I12.3.''.s 

12.90 

3i:i.6.s7 

l.'..s:! 

560.693 

14.08 

10.26 

128.1ft<l 

M.3i; 

:f.l.9:{i 

12..'m 

629,9.>;5 

13.36 

15.25 

i:5x..5:r, 

7.S1 

.■i92,;t(>5 

U.tJl 

703.817 

11.72 

12.64 

151.220 

n.32 

451.267 

15.i;2 

.802.651 

14.04 

113.18 

2.a8.764 

54.. 82 

555.9S3 

22..39 

1.208.669 

50.58 

24.. ".9 

276.846 

15.95 

645.428 

16.09 

1.438.010 

19.00 

9.16 

30N.L'12 

11.33 

696.4tl5 

7.91 

1.567.657 

8.98 

3.96 

297.092 

•3.60 

734,215 

5.43 

1.6^6.6.^5 

3.12 

16.27 

:!26.S17 

10.00 

844.241 

14.98 

1.. 85]  .588 

14.54 

6.t;". 

3 13.;!21 

5.05 

a^8.S,S3 

11.21 

2.007.695 

8.43 

•  Decrease. 


58 


THE  CHICAGO  TRANSPOR  TA  TION   PROBLEM 


00 


OQ 


00  05  H  r^ 

2  5^  2  2 

s    s    9    a 


FIGURE  2. 


[  POPULAllON  AM)  TRAl-FIC  59 

PERCENTAGE  OF  INCREASE  IN  POPULATION. 

So.  Dlv.  No.  Div.  W.  DIv.  Total. 

Percent.  Percent.  Percent.  Percent. 

10  years.   1S80  to  1890 ZiOAX  13t.n  105.04  145.'»0 

10  years,   1890  to  1900 75  32  43.79  <rt<.«7  6I..11 

4  years.   1890  to  1894 36.01  29.09  25.27  2''.70 

6  years,   1894  to  1900 28.90  11.39  34.80  2S.07 

2  years.   1898  to  1900 6.63  5.05  11.21  S.45 

'I'ahic  Xo.  .")  shown  i;r;i|  iliic;ill>  in  Fij>'iii'e  ll  — gives  tlic  avcr- 
age  siiig-le  track  inileaj;c'  of  siii i'ace  linos  in  each  Division,  and  as  a 
wiiole,  for  ea ell  year  from  ISifJ  to  1!)()1,  showiiiij;  tjie  increase  year 
liy  year  to  meet  the  demands  of  the  increase  in  population.  In 
this  miU'age  is  inchided  only  the  trackaii,e  of  tiie  (Uiieago  City 
Kaihvay  Company  and  the  Union  Traction  Company. 

TABLE  NO.  3- 

Irack  Mileage  l-^acli  Year  from  1S92  to  lyoi — Surface  Lines. 

Year.                                                       So.  Div.  Xo.  Div.  \V.  Div.  Tola!. 

1892  150.21  9345  iii2.go  4-26.56 

1893  152.33  93-45  iy7-io  442.88 

1894  161.62  93-45  '9790  452-97 

1895  162.37  93-45  '99-00  454-82 

1896  184.22  93.45  203.40  481.07 

1897  189-72  93-45  203.40  486.57 

1898  196.85  94.08  207.30  498-23 

1899  205.48  94.08  207.30  306.86 

1900  209.82  94.08  207.30  51 1-20 

1901  214.77  94-14  209.20  518.11 

Tahle  Xo.  4  shown  graphicallx  in  Fi;n-ure  .'5  gives  the  ])opn- 
lation  per  mile  of  sui-facc  track,  and  show^  1.000  more  to  the 
mile  in  \\\r  West  Dix'ision  than  the  South.  The  Xoi'tli  Division 
is  also  in  excess  of  the  South. 

lAl'.LK  XO.  4. 

i'npulatioii   Per  Mile  of  Track — Surface  Lines. 

Year.                                                     So.  Div.  No.  Div.  W.  Div,  Total. 

i8<)2  .            3433  2962  3529  3371 

i8q4  3483  3298  3519  34f>8 

1896  3177  317')  3609  3.?6o 

1898  3457  3474  4072  37i6 

i(>oo  .1459  .364')  4520  3927 

Table  Xo.  .")  shown  ,i.ciapliicall\  in  l''i.<rure  4  .<;i\-es  the  K-evo- 
lUH'  Passengers  carried  per  year  fioni  is'.i:!  id  I'.Mil  by  the  surface 
lines  in  Divisicnis.  It  is  interesting'  to  no-t(^  how  the  off<>ctfi  of 
"Boom"  and  de})ressed  times  and  competition  (d'  Klevated  Hues 


60 


■JllE  CHICAGO  TRANSPORTATION  PROBLEM 


3100 


2900 


2700 


2500 


FIGURE  3. 


POPULATION  AND    TR AI'I-TC 


61 


S90pOO,00() 
2.70,000,000 
250,000,000 
230,000,000 
':110,000,000 
100000,000 


17O.000O0O  It 


150.000000 


130,000000  ^ 
llQOOOOon 


OO(J0OOOO 


rO.OfKHXM* 


iO,O0O0O( 


30,000000 


i-i<;iKr.  4. 


62  THE  CHICAGO  TRANSPORTATION  PROBLEM 

can  be  traced  in  the  operations  of  the  surface  transportation  busi- 
ness. The  returns  of  1893  show  the  benefits  derived  from  the 
World's  Fair.  1894  and  1895  show  the  depressed  times  follow- 
ing the  Fair  and  the  advent  of  Elevated  comi)etition  on  the  South 
Side.  1895  and  1896  demonstrate  the  elfects  of  Elevated  compe- 
tition in  the  West  Division  as  well  as  the  loss  entailed  from  labor 
troubles  during  that  period.  1900  and  1901  indicate  the  operation 
of  the  Elevated  in  the  North  Division.  As  there  has  been  no  dis- 
turbing element  introduced  in  the  South  Division  since  the  labor 
difficulties  of  1896  and  1897  a  steady  increase  in  business  is  noted, 
resulting  in  an  increase  in  1901  of  nearly  thirty  million  passen- 
gers over  those  carried  in  1892.  The  North  Division  shows  an 
increase  of  less  than  five  million  during  the  same  period  and  the 
West  Division  has  only  just  regained  its  losses  since  1892.  Nearly 
the  whole  total  increase  in  the  city  during  the  past  ten  years  has 
gone  to  the  Chicago  (Uty  Railway  Company  in  the  South  Di- 
vision. 

As  is  shown  in  Table  3  and  the  discussion  of  Table  9,  the 
increase  in  mileage  in  the  North  and  West  Divisions,  exclusive 
of  about  28  miles,  has  not  been  built  by  the  Union  Traction  Com- 
liany,  and  consequently  the  normal  increase  in  receipts  which 
would  naturally  accrue  to  new  mileage  has  not  accrned  to  the 
Union  Traction  Company,  but  has  accrued  to  the  Chicago  Con- 
solidated Traction  C^ompany,  which  Company  built  the  increased 
mileage  that  now  exists  in  the  North  and  West  Divisions  over 
that  of  1892,  exclusive  of  the  28  miles  built  by  the  Union  Traction 
Company.  While  the  foregoing  statement  that  the  increase  in  the 
last  ten  years  in  the  North  Division  is  only  five  million  passen- 
gers, and  that  the  West  Division  has  only  just  regained  its  losses 
since  1892,  is  true  as  to  the  lines  of  the  U^nion  Traction  Com- 
pany, it  is  not  true  when  applied  to  all  of  the  surface  transporta- 
tion facilities  of  the  North  and  West  Divisions. 

The  Elevated  competition  in  the  South  Division  has  not  been 
as  serious  as  in  the  otlier  divisions,  nor  is  it  of  as  recent  date, 
and  consequently  it  is  natural  that  the  increase  in  the  North  and 
AVest  Divisions,  even  including  the  increase  that  has  accrned  to 
the  additional  mileage  of  the  Chicago  Consolidated  Traction 
Company,  has  not  been  as  great  as  in  the  South  Division,  but  I 
believe  that  the  time  has  arrived  when  the  surface  lines  have 
overcome  the  effect  of  the  competition  of  the  Elevated  lines,  and 
that  in  the  future  the  percentage  of  increase  will  be  as  great  in 
the  North  and  West  Divisions  as  in  the  South  Division. 


POPUI.ATTON  AND  TK AFFIC 


r,3 


•-'00 


180 


160 


1-J^O 


120 


lOO 


1-  II. IKK  5. 


64  THE  CHICAGO  TRANSPORTATION  PROBLEM 

TABLE  NO.  5. 
Revenue  Passengers  Carried  Per  Year  1892  to  1901 — Surface  Lines. 

Year.  So.  Div.  No.  Div.  W.  Div.  'ft)tal. 

1892  88,018,861     50,419,457     94.518,474     232,956,792 

1893  120,596,270     60,31 1.673    107,053,461     287,961,404 

1894  84,794.987  49,571,463  85,287,302  219,653,752 

1895  88.806,461  53,887,428  85,100,643  227,794.532 

1896  95.238,9:5  56,523,620  79.072,902  230,835,437 

1897  95,621,112  56,354,147  78,594,930  230,570,189 

1898  95,992,1 14  58,422,070  80,600,505  235,014,689 

1899  103.253.300     61,047,316     86,233.880     250,534,496 

1900  1 10,843,202     57,468,053     89,817,809     258,129,064 

1901  117,127,732     55,026.732     94,681,270     266,835,734 

Table  No.  6— shown  grai)liical]Y  in  Figure  5— gives  the  rides 
per  Capita  per  Annum  of  tlie  popuhition  of  each  Division  on  the 
lines  of  the  Divisional  systems ;  the  rides  per  Capita  of  the  whole 
population  on  each  Divisional  system  and  the  rides  per  Capita  of 
the  whole  poxmlation  on  the  whole  mileage. 

This  table  shows  that  although  the  population  has  increased 
39  per  cent  in  the  last  eight  years  the  rides  per  C/apita  have 
decreased  fiom  162  to  128,  the  largest  falling  off  being  in  the 
West  Division.  This  is  due  to  Elevated  competition  and  the  fact 
that  the  increase  in  population  has,  largely,  settled  in  remote 
outlying  districts,  using  other  means  of  transportation.  The  fig- 
ures also  show  that  the  poi)ulation  of  the  West  Division  do  not 
ride  in  pro]iortion  to  the  ])0])ulation  of  either  of  the  other  Di- 
visions. 

TABLE    No.   6. 
Rides  per  capita  per  annum — Surface  Lines. 

Chicago  City  Ry.  Co.     No.  Chicag-o  St.  R.  R.  Co.     W.  Chicago  St.  R.  R.  Co.  All. 

South  Div.        Whole      No.  Division        Whole  West  Div.  Whole  Whole 

Year.  Population.         Pop.         Population.  Pop.  Population.  Pop.  Popnl. 


1892 

170 

61 

182 

35 

147 

66 

162 

1894 

150 

54 

160 

31 

122 

55 

140 

1896 

163 

59 

190 

35 

108 

49 

143 

1898 

141 

52 

178 

32 

95 

43 

127 

1900 

152 

55 

167 

29 

95 

44 

128 

Table  No.  7  — shown  graphically  in  Figure  6— gives  the  Pas- 
sengers carried  per  Mile  of  Track,  demonstrating  the  same  point 
as  Table  6. 


POPULATION  AND  TRAFFIC 


65 


TTTTTnTrnTn" 


d.t:^MW:{z^'£:ii'S 


UlAftRAM 


rTi?^HII?rj!i^|i|01'!iiC: 


■£iiJ3.'rmniimmi  ■.  -.wxii 


an.  Ta.ei.le  :  N2  :^ 


G^^C'S  ■  \  'C^ry-.  \  'b:Y'.  ^  lSj  ■ :  XRr^^A^'a  \  T/M>h'h 


800,000 
750000 

7oaooo 

6  5(^000^ 

600000 

550,000 

500000 

450.000 

■fuoooo 
:ir>aooo 
:u)oooo 


66  THE  CHICAGO  TRANSPORTATION  PROBLEM 

TABLE  NO  .7. 

Passengers  Carried  Per  Mile  of  Track — Surface  Lines. 

Year.                   So.  Div.      No.  Div.     W.  Div.  Average. 

1892  585,97-'      539,533       516,777  546,129 

1893  791.677      645,389      543,143  650,202 

1804  524.656      530,459      430,962  484,919 

1895  546,939  576,644  427,641  500,845 

1896  516.984  604,854  388,755  479,838 

1897  504.012  603,040  386,405  473,868 

1898  487,640  620,983  388,810  471,700 

1899  502,500  648,887  416,000  494,287 

1900  528,277  610,842  433.274  504.947 

1901  545.363  .555,043  452,587  515,017 

Table  Xo.  8  — shown  graphically  in  Figure  7— gives  the  gross 

Passenger  Eeeeiiits  per  year  for  the  past  ten  years  in  Divisions. 

TABLE  NO.  8. 

Gross  Passenger  Receipts  Per  Year  1892  to  1901 — Sin-face  Lines. 

Year.                                       So.  Div.                No.  Div.                W.  Div.  Total. 

1892  $4,400,942            $2,521.51 1             $4,585,237  $1 1,507,690 

1893    6,059,989              3,014.789              5,196,173  14,270,951 

1894    4.264,618              2,479,813              4.142,453  10,886,884 

1895 4.476,824              2,694.359              4,157,237  1 1,328,420 

1 80    4,808,866             2,826,800             3.973.895  1 1,609,561 

1897    4,816,516             2,818,399             3,848,61 1  1 1,483,526 

1898    4,832,806             2,921,425             3,987,460  1 1,732,691 

1899    5,194,439             3,051,140             4.281,427  12,527,006 

1900    5,543,180             2,876,659             4,487,162  12,907,001 

1901     5.856,386              2,750,744              4,730,606  i3,337-73<^ 

Table  No.  9— shown  graphically  in  Figure  8— gives  the  Gross 
Receipts  per  mile  of  track  per  year  for  the  past  ten  years  in  Di- 
visions. The  track  mileage  in  all  three  Divisions  has  increased 
during  the  past  ten  years  about  92  miles.  Of  this  64  miles  is  in 
the  South  Division,  less  than  one  mile  in  the  North  Division  and 
26  miles  in  the  West  Division. 

The  small  increase  in  mileage  in  the  North  and  West  Divisions 
by  the  Union  Traction  (V)nr[)any  and  its  subsidiary  companies 
is  due  to  the  fact  that  the  Chicago  Consolidated  Traction  Com- 
pany has  built  some  90  miles  within  the  two  Divisions  during  the 
l^ast  ten  years  which  were  used  to  serA^e  the  increasing  population. 

While  nearly  all  the  increased  receipts  of  the  whole  city  dur- 
ing the  past  ten  years  is  shown  to  be  in  the  South  Division, 
owing  to  the  increase  in  mileage  the  receipts  per  mile  have 
decreased  about  $2,000.  There  being  no  increase  in  mileage  in 
the  North  Division,  the  whole  increase  creditable  to  that  Division 
is  represented  in  the  increase  of  $2,150  per  mile  of  track.     As 


POPULATION  AND  TRAFFIC 


67 


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THE  CHICAGO  TRANSPORTATION  PROBLEM 


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POPULATION  AND  TRAFFIC 


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70  THE  CHICAGO  TRANSPORTATION  PROBLEM 

there  is  no'  increase  in  receipts  per  year  in  the  West  Division 
since  1892  with  an  increase  in  track  mileage  of  26  miles,  the  re- 
ceipts per  mile  of  track  show  a  decrease  of  about  $2,400. 

TABLE  NO.  9- 

Gross  Receipts  Per  Mile  of  Track  Per  Year — Surface  Lines. 

Year.                                                       So.  Div.          No.  Div.          W.  Div.  Average. 

i«92    $29,339            $27,133            $25,055  $26,950 

1893    39.868              32,417              26,376  32,214 

1894    26,324              26,664              20,921  24,033 

1895    27.635               28.961               20,922  24,898 

1896    26,135               30,396               19,575  24.136 

1897    25.350              30.305               18,958  23,580 

1898    24.532              31,079               19,205  23,559 

1859    25,338              32,459              20,683  24,709 

19CO    26,396              30.602              21,267  25,258 

T501     27.239              29,263              22,634  25.748 

Table  No.  10— shown  graphically  in  Figure  9— gives  the  Car 
Miles  operated  per  year  by  Divisions  for  the  past  ten  years, 

TABLE  NO.  10. 

Car  Miles  Operated  Per  Year  1892  to  1901 — Surface  Lines. 

Year.                                            So.  Div.                 No.  Div.               W.  Div.  Total. 

1892  20,820,710      8,547.791     15,582.142  44.950.643 

1893  26,304,090      9,224,173     16,813,135  52,341.398 

1894  21.047,410      8,793,587     15,671,500  45,512.497 

1895  21.041,900      9,697,326     16,820,525  48,459.751 

1896  24,552,900     10,590,036     15,703.761  50,846,697 

1897  24,378,000     10,644,270     15.478,263  50,500.533 

1898  24,385,300     10,916,737     16,066.454  51.368,491 

1899  26,371,000     11,189,758     16,618,244  54,179,002 

1900  29,232,360     12,343,787     19,328.434  60,904,581 

1901  30,643,250     1 1,372.043     19,105.342  6, 120.635 

Table  No.  11  — shown  graphically  in  Figure  10— gives  the  Car 

Miles  operated  per  ]\Iile  of  Track  per  year  in  Divisions  for  the 
]jast  ten  years. 

TABLE  NO.   II. 

Car  Miles  Operated  Per  Mile  of  Track  Per  Year  1802  to  1901 — Surface  Lines. 

Year.                                                          So.  Div.           No.  Div.           W.  Div.  .\verage. 

1892  138,805      91,911      85,148  105,270 

1893  173,053      99,184      85,346  118,152 

1894  129,922      94,554      79,149  100,469 

1895  135.444     104,272      84,525  106,505 

1896  133.439     113.871      77:'>5^  105,710 

1897  128,305     1 14,454      76,247  103,697 

189S  123,783     1 16,135      77.615  103.150 

1899  128,640     1 19,040      80,281  106,861 

1900  139,201     131,317      93,374  119,187 

1901  • 142,527     120,979      91,413  1 18,000 


POPULATION  AND  TRAFFIC 


71 


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73  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Table  No.  12— shown  graphically  in  Figure  11— gives  the 
Gross  Receipts  per  mile  operated  per  year  in  Divisions  for  the 
past  ten  years. 

TABLE  NO.  12. 
Gross  Receipts   Per  Mile  Operated   Per  Year — Surface  Lines. 

So.  Div.  No.  Div.  W.  Div.  Total. 

Rcpts.  Rcpts.  Rcpts.  Rcpts. 

Per  Mile  Per  Mile  Per  Mile     Per  Mile 

Year.                                                                       Cents.  Cents.  Cents.  Cents. 

1892    21.13  29.50  29.43  25.60 

1893    23.04  32.68  30.90  27.27 

1894    20.26  28.19  26.43  23.92 

1895    20.40  27.78  24.71  23.38 

1896    1958  26.69  25.30  22.83 

1897    19.76  26.48  24.86  22.74 

1898    19.82  26.76  24.76  22.84 

1899 19.69  27.26  25.76  2312 

1900    18.96  23.30  23.21  21.19 

1901    19.11  24.19  24.76  21.82 

These  last  three  tables  demonstrate  that  the  South  Division 
system  is  compelled  to  run  more  mileage  to  secure  its  business 
than  either  of  the  other  Divisions.  This  is  due  to  the  elongated 
shape  of  the  territory,  with  consequent  long  routes,  and  the  settle- 
ment of  the  population  at  points  further  removed  from  the  busi- 
ness center  than  in  the  other  Divisions.  It  will  be  noted  that  more 
mileage  has  been  run  in  the  North  and  West  Divisions  since  the 
acquisition  of  those  systems  by  the  Union  Traction  Company, 
which  means  that  a  more  liberal  service  has  been  given.  The  con- 
stantly decreasing  receipts  per  mile  run,  as  shown  in  Table  12, 
demonstrates  that  a  more  liberal  policy  in  the  furnishing  of  ac- 
commodations has  been  adopted  each  year  and  the  increase  in 
receipts  per  mile  run  in  the  North  and  West  Divisions  over  the 
South  Divisions  is  mainly  attributable  to  the  fact  of  there  being 
a  more  dense  population  adjacent  to  the  business  center,  requiring 
shorter  hauls. 

Table  13— shown  graphically  in  Figure  12— gives  the  Revenue 
Passengers  carried  per  year  by  the  Ele\'ated  lines. 

Table  14— shown  graphically  in  Figures  13  and  14— gives  the 
Revenue  Passengers  carried  per  year  from  1892  to  1901  on  the 
Surface  and  Elevated  lines  combined,  and  the  percentage  of  in- 
crease each  year.  This  table  more  satisfactorily  shows  the  steady 
and  uniform  increase  in  the  total  transportation  business  each 
year,  combining,  as  it  does,  the  competing  systems.  During  the 
nine  years  from  1892  to  1901  the  total  increase  has  been  55.58  per 


POPULATION  AND  TRAi'FIC 


73 


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THE  CHICAGO  TRANSPORTATION  PROBLEM 


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POPULATION  AND  TRAFFIC 


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THE  CHICAGO  TRANSPORTATION  PROBLEM 


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POPULATION  AND  TRAFFIC 


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78  THE  CHICAGO  TRANSPORTATION  PROBLEM 

cent  over  what  the  gross  receipts  were  for  the  year  1892,  or  an 
average  of  G.IS  per  cent  per  annum,  not  compounded,  or  5  per 
cent  per  annum  compounded.  The  Surface  lines  carried  during 
1901  73.62  per  cent  of  the  total  passengers  carried,  and  the  Ele- 
vated lines  26.38  per  cent.  As  the  Elevated  lines  have  about  set- 
tled down  to  their  normal  business,  they  should  only  be  credited 
with  a  share  of  the  increase  in  the  future  equal  to  the  proportion 
of  their  business  to  the  total  business.  On  this  basis,  and  assum- 
ing that  the  increase  in  the  future  will  be  at  the  same  rate  as  that 
in  the  past,  the  Surface  lines  should  be  credited  with  4.55  per  cent 
of  the  increase  and  the  Elevated  with  1.63  per  cent  respectively, 
if  figured  not  compounded,  or  3.68  per  cent  and  1.32  per  cent,  re- 
spectively, if  figured  compounded. 

TABLE  NO.  13. 

Revenue  Passengers  Carried  Per  Year  1892  to  igoi — Elevated  Lines. 

Year.  So.  Div.  No.  Div.  W.  Div.  Total. 

1892    In  Construction  In  Construction 

1893    30,055.560  "  30,055.560 

1894    13,587,855       In  Construction         6,000,000  19,587,855 

1895    14,217,845                     "  9,936,450  24,154,295 

1896    13,405,355                    "  26,363,907  39,769,262 

1897    13,331,625                     "  28,236,528  41,568,153 

1898    18,898,605                     "  36,306,408  55,205.013 

1899    22.628,175                     "  42,166,559  64,794.734 

1900    24.990,820  10,185,141  46,109,290  81.285,251 

1901     26,320.150  20.327,005  48.960.994  95.608,149 

TABLE  NO.  14. 

Revenue   Passengers   Carried    Per   Year    1892   to    1901    and  Per   Cent   of  Increase. 

Surface  and  Elevated. 

Per  Cent 

Year.                                        Surface  Lines.     Elevated  Lines.  Total,     of  Increase. 

1892    232,95^,792    In    construction.  232,956,792 

1893     287,961.404            30,055,560  318,016,964  36.50 

1894     219.653.752             19,587.855  239.241,607  D  24.77 

1895     227,794.532             24.154.295  251.948,827  5.31 

1896    230,835,437            39,769.262  270,604.699  7-40 

1897    230,570,189            41,568,153  272,138,342  .57 

1898    235,014,689            55,205,013  290,219,702  6.64 

1899    250.534.496            64,794,734  315,329,230  8.65 

1900    258,129,064            81,285,251  339,414,315  7-63 

1901     266,835,734            95,608,149  362,443,883  6.78 

D,  Decrease. 

Table  15— shown  graphically  in  Figures  15,  16,  17  and  18— 
gives  the  percentage  of  increase  in  population  and  passengers 


POPULATION  AND  TRAFFIC 


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THE  CHICAGO  TRANSPORTATION  PROBLEM 


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POPULATION  AND  TRAFFIC 


81 


FH.I'KK  IH. 


82  THE  CHICAGO  TRANSPORTATION  PROBLEM 

carried  on  Surface  and  Elevated  lines  combined  from  1892  to 
1900,  by  Divisions,  in  two-year  jjoriods.  It  will  be  noticed  that 
between  1892  and  1891:  the  i)opulation  increased  nearly  9  per  cent, 
while  the  passengers  carried  increased  less  than  3  per  cent.  Be- 
tween 1894  and  1896  the  increase  in  population  was  a  little  more 
than  3  per  cent,  while  the  increase  in  riding  was  over  13  per  cent. 
Between  1896  and  1898,  covering  the  period  of  labor  troubles,  the 
poimlation  increased  about  141  -j  per  cent  and  the  riding  only  7^4 
per  cent.  Between  1898  and  1900  the  population  increased  814 
per  cent  and  the  passengers  carried  nearly  17  per  cent.  These 
figures  would  tend  to  demonstrate  that  prosperous  and  depressed 
times  affect  the  transportation  business  more  than  increase  in 
population  does. 

TABLE  NO.  15. 
,  Percentage   of    Increase    in    Population    and    Passengers    Carried    on    Surface   and 

Elevated  Lines  Combined,  from  1892  to  1900,  in  Periods  of  Two  Years. 

From  1892           From  1894  From  1896           From  1898 

to  1894                to  1896  to  1898                  to  1900 

Popl.     Psgrs.     Popl.     Psgrs.  Popl.     Psgrs.     Pop!.     Psgrs. 

South    Division    g.i6       11-77        3-96       10.43  16.27         5-75         6.63       18.23 

North    Division    ^^-33  D   1.68  D    3.60       14.03  10.00        3.36         5.05       15.80 

West    Division    7.91   D  3.42         5.43       15.50  14.98       10.87       ii-2i       16.27 

Total     8.93        2.68        3.12       13. 1 1  14.54        725        8.45       16.95 

D,  Decrease. 

Since  1892  all  of  the  Elevated  liailroads  commenced  opera- 
tion; the  Illinois  Central  Railroad  installed  its  efficient  express 
train  service;  other  steam  railroads  have  increased  their 
accommodations;  the  Chicago  Consolidated  Traction  Company 
has  built  its  Fulton  Street  and  Elston  Avenue  lines  through  the 
Union  Traction  Company's  territory,  and  is  operating  under 
lease  over  some  of  the  Union  Traction  Company 's  trackage.  All 
of  these  conditions  have  been  met  and  lived  down,  and  over  10 
per  cent  increase  in  traffic  recorded  up  to  the  close  of  1900  by  the 
Surface  lines  as  a  whole,  as  has  been  shown,  chiefly  in  the  South 
Division.  During  this  same  period  all  horse  lines  were  converted 
to  electric  lines  w^itli  the  attendant  loss  in  earnings  during  con- 
stniction. 

DEDUCTIONS. 

The  deductions  to  be  drawn  from  this  information  are : 
First— That  the  normal  increase  in  population  up  to  and 
including  1892  was  at  the  rate  of  about  11.2  per  cent  per  annum 
compounded,  and  that  since  and  up  to  1901  the  increase    has 


POPULATION  AND  TRAFFIC  83 

dvopped  to  less  than  5  per  cent  per  auuiim,  although  the  figures 
for  1901  and  estimated  figures  for  1{)0"_\  bring  tlio  average  for  this 
last  year  up  to  7.7  per  cent. 

Second— That  the  Elevated  coni])etition.  labor  disturbances 
and  dein'essions  in  tiie  industrial  world  at  the  several  jieriods  dur- 
ing the  past  ten  years,  and  tlie  earnings  of  the  niik'age  built  by 
the  Chicago  Consolidated  Traction  Company,  have  i)ractically 
offset  any  benefits  which  might  have  accrued  to  the  surface  lines 
of  the  Union  Traction  Comi)any  in  the  North  and  West  Divisions 
from  increase  in  i)oi)ulation,— its  gross  receipts  during  the  past 
year  being  ai)pr()ximately  e(iual  to  what  they  were  in  1892. 

Third— That  the  Chicago  City  Kail  way  Company  in  the  South 
Division  has  met  all  competition  mid  depression  and  shows  an 
increase  of  passengers  carried  during  the  year  of  1901  of  thirty 
million  passengers  over  the  number  carried  during  the  year  of 
1892,  or  about  3-1-  per  cent  increase  in  nine  years. 

Fourth— That  in  a  city  the  size  of  Chicago  the  increase  in  popu- 
lation ]ier  year,  as  recorded  since  1892  does  not  seem  to  have  as 
much  intiuence  in  increasing  earnings  of  the  transportation  busi- 
ness as  do  depressed  times  in  decreasing  them,  or  prosperous 
times  in  augmenting  them. 

comparison:   of  the  growth  of  Chicago  with  the  growth  of 
other  cities,  and  a  discussion  of  the  probable  future 

growth  of  CHICAGO  AND  PROBABLE  FUTURE  GROSS 

EARNINGS   OF    THE    SURFACE    AND    ELE- 

VATF.n   RAILWAYS. 

In  order  to  arrive  at  a  basis  to  estimate  the  future  growth  of 
Chicago  and  from  this  the  ])robable  future  gross  receipts  of  a 
(•om]»lete  street  railway  system  for  the  city,  thereby  attemi)ting 
to  comi»ly  with  the  condition  of  my  <'onnnission  "To  make  esti- 
mate of  net  earnings  to  be  derived  from  the  operation  of  a  new 
system  based  on  incsciit  l)usiness,  with  estimate  of  itrobal)le 
increase  in  business  in  jx-riods  of  five  years  formulated  from 
past  jieiformances,  from  which  lates  of  compensation  or  adjust- 
ment of  lates  or  fares  can  be  comi)ute<l,"  1  have  i)lotted  various 
curves  sliowinu"  llie  growth  of  seveinl  of  the  leading  citi(^s  of  the 
world. 

I  have  omitted  from  this  text  all  technical  terms,  mathemat- 
ical formulae,  symbols  and  calculations  ujion  which  my  conclu- 
sions are  base<l,  and  have  used  uiajdiical  metlio<is.  for  by  so  doing 
I  believe  I  can    best    imjiait.  to    tiie    greatest  numbei-,  a  clear 


84  THE  CHICAGO  TRANSPORTATION  PROBLEM 

idea  of  the  variable  elements  that  must  be  considered  in  an 
analysis  of  this  subject. 

Separate  curves,  Figures  19  to  27  inclusive,  were  plotted  for 
each  of  these  cities  showing  their  population  at  different  years 
in  five-year  periods,  as  given  by  the  official  census  reports.  The 
]ooints  on  the  diagrams  corresponding  to  population  at  different 
]:)eriods  of  time  were  connected  by  dotted  or  broken  lines,  which 
show  the  rate  of  increase  between  these  periods.  The  curve  repre- 
senting the  average  growth  of  each  city  was  then  computed  from 
these  broken  curves  and  plotted  as  shown  in  full  lines.  The  aver- 
age rate  of  increase  which  this  full  line  curve  represents  for  each 
city  is  given  on  each  curve  sheet. 

By  an  examination  of  these  curves  it  will  be  found  that  Chi- 
cago has  increased  in  population  at  a  much  more  rapid  rate  than 
any  other  city,  and  while  it  may  continue  to  so  increase  for  some 
years  to  come  it  cannot  be  hoped  that  it  will  perpetually  main- 
tain its  present  rate  of  increase.  For  this  reason,  if  for  no 
other,  it  would  be  unsafe  to  assume  that  the  earnings  of  the  street 
railways  of  Chicago  would  increase  at  the  same  rate  that  they 
have  increased  during  the  past  ten  years. 

Fig.  19  shows  the  increase  in  population  of  the  City  of  Lon- 
don from  1800  to  1860  to  be  at  an  average  rate  of  1.8  per  cent 
per  annum. 

Fig.  20  shows  the  increase  for  the  City  of  London  from  1861 
to  1901  to  be  at  the  average  rate  of  1.22  per  cent  per  annum, 
while  Fig.  21  shows  the  City  of  Greater  London  to  have  in- 
creased from  1891  to  1901  at  the  average  rate  of  1.55  per  cent  per 
annum. 

Fig.  22  gives  the  growth  of  the  City  of  Paris  for  100  years, 
from  1800  to  1900,  and  shows  the  average  rate  of  increase  to  be 
1.675  per  cent  per  annum. 

Fig.  23  shows  the  growth  of  the  City  of  Berlin  from  1861  to 
1900.  This  city  more  nearly  ajiin'oaches  Clncago  in  its  general 
character  than  any  other  European  city,  and  shows  an  average 
annual  increase  in  population  of  3.225  per  cent,  which,  as  would 
be  expected,  is  the  highest  average  rate  of  any  European  city. 

Fig.  24  shows  the  City  of  Philadelphia  between  1800  and  1900, 
or  a  period  of  100  years,  to  have  increased  at  the  average  rate 
of  3.5  per  cent  per  annum. 

Fig.  25  gives  the  increase  in  population  of  the  City  of  New 
York  from  1800  to  1890,  and  shows  the  avei'age  rate  of  increase 
to  be  3.6  per  cent  per  annum. 


POPULATION  AND  TRAFl-TC 


85 


3.000.000 


KIC.UKK  1' 


86 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


^GSQOOO 

4,500,000 

4350000 

4200000 

4050,000 

3.90Q000 

3i75Qp00 

3,600,000 

3,450,000 

3.300,000 

3,150000 

3,000,000 

2850000 
270.000 


000 

cfi      t;      53  ^ 

CO         ^         99  03  0; 

"•         n{        r^  r-i         rH 


FIGURE  20. 


POPULAIION  AND    IKAFFIC 


87 


6900000 

6,750,000 
6600000 
^450000 
6300,000 
6.150.000 
6,000000 
5830,000 
S.70Q(»00 
Si550OO0 
5,400.000 

- 

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riCLKK  21. 


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THE  CHICAGO  TRANSPORTATION  PROBLEM 


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POPULATION  AND  TRAFFIC 


91 


2JD0,O00 
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92 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


FIGURE  20. 


POPULATION  AND  TRAFFIC 


93 


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FIGl'KK  r? 


94  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Fig.  20  shows  the  growth  of  the  tenitoiy  which  now  consti- 
tutes Greater  Xew  York,  and  shows  the  increase  for  this  territory, 
between  the  years  of  1800  and  1880,  to  be  at  the  average  rate  of 
4:06  per  cent  per  annum. 

Fig.  27  shows  the  rate  of  increase  of  the  same  territory  be- 
tween 1870  and  1900  to  be  at  the  average  rate  of  2.8  per  cent 
per  annum.  The  average  rate  of  increase  for  this  territory  from 
1800  to  1900,  or  a  period  of  100  years,  is  3.9  per  cent,  but  is  not 
graphically  shown  by  a  continuous  curve,  for  by  combining  Fig- 
ures 2G  and  27  the  complete  curve  can  be  obtained. 

On  Plate  12  is  plotted  a  curve  for  each  of  the  above  cities. 
The  hoidzontal  distances  represent  population,  each  space  rep- 
resenting 50,000  persons. 

The  vertical  distances  represent  percentage  of  increase  from 
one  year  to  another. 

Each  curve  then  represents  the  yearly  rate  of  increase  of 
iiopulation  for  one  of  the  above  cities  during  a  given  period  of 
lime,  the  full  line  curve  being  the  true  curve  made  up  by  a.ver- 
aging  the  broken  line  curve  which  represents  actual  fixed  data  ob- 
tained from  census  reports. 

By  averaging  all  the  true  curves  on  Plate  12  an  ideal  curve, 
A,  is  obtained,  shown  on  Plate  13,  which  represents  the  average 
rate  of  yearly  increase  of  population  for  all  the  cities  considered, 
for  ditferent  periods  of  time  measured  in  terms  of  population. 

This  curve  shows  that  the  average  rate  of  increase  for  all 
the  above  cities  is  a  gradually  decreasing  one. 

Curve  B,  representing  this  average  yearly  rate  of  decrease 
of  the  average  rate  of  increase  in  population  is  plotted  on  the 
same  plate,  and  is  derived  as  before  from  the  broken  line  curves, 
a,  b,  on  the  same  plate,  which  represent  the  summation  of  all  the 
averages  obtained  from  Plate  12. 

Coming  now  to  Chicago,  and  referring  back  to  Fig.  1,  Page 
56,  we  find  Chicago  to  have  increased  between  the  years  1837 
and  1902  at  an  average  rate  of  S.6  per  cent  per  annum,  and  from 
1892  to  the  present  time  it  has  increased  at  the  rate  of  1.9  per 
cent  per  annum,  and  during  the  year  of  1902  at  the  rate  of  7.7 
per  cent. 

The  po])ulation  of  Chicago  for  1902  is  estimated  to  be 
about  2,000,000. 

The  curve  of  population  increase  on  Plate  13  shows  that  at 
2,000,000  population  the  average  rate  of  increase  i3er  year  for 
the  cities  considered  is  3  per  cent. 


POPULATION  AND  TRAFFIC  95 

Plate  14  shows  curves  C  to  L  inclusive,  which  roinesent  the 
increase  in  iiojnilation  of  tlic  City  of  Cliicago  for  a  ))ei'iod  of 
fifty-two  years  from  I'.ioo  under  (Hrrcrciil  assumed  rates  of  in- 
crease. 

'Die  fijinres  on  the  rii>ht  of  tlic  jilate  corresponding  to  ver- 
iicnl  dixi^ions  rei)resent  population,  while  the  figures  on  the 
U'lt  of  llu'  ])late  corresponding  to  the  same  vertical  divisions 
lepresi'nt  gross  earnings  in  dollars  ]mv  annum.  Assuming  that 
the  gross  earnings  per  capita  in  the  future  will  lemain  at  $10, 
as  in  1900,  any  curve  will  show  the  poj^ulation  !)>•  reading  the 
figures  on  the  right  of  the  diagram,  and  gross  earnings  in  (h)nars 
l)er  annum  hy  reading  the  figures  to  the  left  of  the  diagram. 

On  this  plate  curves  C,  D,  E  and  F,  representing  5,  6,  7  and  8 
per  cent  annual  inci'ease,  res])ectively,  are  ])lotted,  com]iounded, 
trom  1900,  i.  e.,  the  population  for  any  year  is  ohtaiued  by  in- 
creasing that  of  the  i)receding  year  hy  f),  (I,  7  or  8  per  cent,  as 
the  case  may  he.  The  5  ])er  cent  curve,  (\  shows  that  at  this  rate 
the  po])ulation  of  Chicago  in  1952  would  be  approximately 
18,500,()(Hl.  However,  the  average  rate  of  increase  for  Chicago 
for  1902,  as  shown  on  Plate  12,  was  actually  7.7  i)er  cent,  or  on 
the  ideal  curve,  7  ])er  cent. 

Starting  at  1902  with  7  ])er  cent  and  airily iug  "the  law  of 
yearly  decrease  on  the  rafc  of  iiicrcdsc'"  a  curve  was  plotted  on 
Plate  14,  which  shows  that  according  to  this  law  the  |io))ulation 
of  Chicago  in  19r)2  would  he  about   i;!,2r)().0()(). 

At  S  |(cr  cent  yearix"  increase  (('(tmpounded )  iVom  llMIO,  as 
shown  by  curve  F  on  the  same  jtlate,  tiie  population  of  Chicago 
in  l!l.'>(),  or  in  '.17)  years  from  the  itresent  time,  would  be  aiijuoxi- 
mately  2(),5()(),l)()(l,  thus  showing  how  incoiicd  il  is  to  assume 
ihat  the  future  increase  in  population  could  be  based  u|>on  the 
l»ast  average  rate  of  increase  of  >>.(!  per  cent  comi)ounded,  as 
sliown  on  Fig.  1,  Page  5(3,  or  at  the  present  rate  of  7.7  per  cent 
comjtoundeil.  or  at  an\'  other  cdnijiounded  rate  based  upon  pres- 
ent conditions,  except  I'nr  shdit  jieiiods  of  time. 

The  5,  (),  7  and  S  per  cent  compounded  eurx'cs,  ( ',  I),  F  cV:  l'\ 
cross  tlie  7  pei-  cent  curxc,  I.  nf  the  •'law  ol'  decreasing  I'ate  of 
increa.se"  at  the  years  1!I4(I.  r.i2s,  PUS  and  \\)\'A  respectively, 
and  beyond  the.se  points  I'ise  nidrc  and  mine  !a|iidly,  while  curve 
I,  according  to  "the  law  of  decreasing  late  of  annual  iuciease," 
Vfccomes  nH)re  nearly  flat,  wliicli  shows  a  more  icgular  and  more 
r.early  constant  incicase  in  population  per  yeai-  in  actual  num- 
bers, and  corresi)onds  to  the  average  growth  in  the  i>ast. 


96  THE  CHICAGO  TRANSPORTATION  PROBLEM 

If,  then,  the  national  and  local  conditions  governing  the 
growth  of  Chicago  were  to  average  in  the  future  exactly  as  in  the 
past,  it  is  fair  to  suppose  that  the  law  would  hold  and  that  the 
population  in  1952  would  be  13,250,000. 

Now  plotting  the  probable  future  growth  of  Chicago  on  Plate 
14  according  to  "the  law  of  decreasing  rate  of  annual  increase," 
as  shown  on  Plate  13,  l^ut  taking  3  per  cent  as  a  basis  upon  which 
to  apply  the  law  instead  of  7  per  cent,  as  before,  we  have  a 
curve  conforming  to  the  average  growth  of  the  European  cities 
hereinbefore  considered. 

This  curve  shows  that  the  population  of  Chicago  in  1952 
would  be  5,250,000. 

These  two  cui'ves,  I  and  G,  Plate  14,  of  population  increase, 
as  determined  according  to  the  law,  but  taking  the  two  extremes 
for  liases,  re|)resent  the  limits  between  which  the  growth  in  pop- 
ulation of  Chicago  should  vary. 

The  probable  average  growth  of  any  city  cannot  be  deter- 
mined with  any  degree  of  safety  except  within  reasonable  limits. 
This  is  w^ell  illustrated  in  the  case  of  Philadelphia,  Plate  12,  for 
])rior  to  1861  any  law  applied  to  its  growth  at  that  time  would 
have  shown  a  rapid  increase  in  population  in  the  future,  whereas 
the  rate  of  increase  dropped  in  five  years  from  33  per  cent  per 
annum  to  9.7  per  cent,  and  in  another  five  years  to  2.9  per  cent. 
The  law  tljen  cannot  safely  be  used  except  as  a  graphical  repre- 
sentation of  what  the  increase  in  population  should  be  in  the 
future  between  certain  limits. 

In  order  to  approximate  the  gross  receipts  for  the  future  of 
all  the  surface  and  elevated  lines  of  Chicago  the  receipts  per 
capita  of  74  cities  of  the  United  States  of  ditferent  populations, 
including  St.  Paul,  Minneajiolis,  Boston,  Chicago,  Philadelphia 
and  New  York,  have  been  compared. 

A  curve  was  plotted,  as  shown  in  Figure  28,  page  97,  on 
which  the  horizontal  divisions  re])resent  iio])ulation,  each  of  the 
larger  spaces  representing  1,()()(),000  inhabitants.  The  figures  on 
the  left  corresponding  to  the  vertical  spaces  represent  gross  re- 
ceipts in  dollars  per  3'ear  per  capita  based  on  the  present  5-cent 
fare  and  tliose  on  the  right  represent  rides  per  capita  per  year. 
According  to  this  curve  then,  for  a  city  of  750,000  inhabitants 
the  rate  of  gross  receipts  for  the  street  railways  should  be  about 
$8  per  capita.  For  a  city  of  2,000,000  it  should  be  $10.60  per 
capita,  and  for  a  city  of  4,500,000  it  should  be  $13  per  capita. 

Applying  the  law  of  increasing  rate  of  receipts  per  capita 


POPULATION  AND  TRAFFIC 


97 


as  shown  on  Fig".  liS,  to  the  two  c'lU'vcs,  I  and  (i,  ol'  i)oi>iilatioii 
increase  shown  on  phite  14,  and  figured  accoiding  to  "tlic  law 
of  decreasing  rate  of  increase"  i)er  annum;  one  starting  on  a  7 
])er  cent  rate  in  1902,  and  the  other  on  a  3  per  cent  rate  in  1902 ; 
we  liave  two  curves,  J  and  IF,  which  represent  the  gross  receipts 
of  all  tlie  surface  and  elevated  lines  of  Chicago,  corresjionding  to 
the  two  curves,  I  and  (I,  of  i)oi)ulation  increase,  and  whicli  show 
that  the  total  gross  receipts  for  1952  should  be  $222,500,000  on 


^80 
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the  7  i)er  cent  increase  basis,  and  ^|;(0,()(t<).000  (ni  tlic  .'1  jtcr  cent 
increase  basis. 

'i'liese  two  curves  rei)reseiit,  therefore,  the  two  extremes 
between  wiiich  the  average  gross  receipts  of  all  the  ('omi)ined 
surface  and  elevated  lines  of  Chicago  will  vary  during  the  i)eriod 
l)etween  lit02  and  1952,  and  llie  probability  is  that  an  average 
curve  figured  accoiding  to  the  law  on  a  5  jter  cent  base,  as  shown 
on  cun'e  K  on  plate  14,  will  be  I'ouikI  to  approximate  the  actual 
growth  of  tile  future,  and  cuixc  L  oii  tlie  same  plate  represents 
the  i)robable  gross  receipts  Tor  lliis  iat(  of  iiiciease  for  corre- 
sponding periods. 


98  THE  CHICAGO    TRANSFORTATION  PROBLEM 

On  Plate  15  arc  i)lotted  curves  M  to  S  inclusive,  showing'  oper-^ 
ating  expenses  per  year  corresponding  to  each  of  the  curves,  C 
to  L  inclusive,  of  population  increase  shown  on  plate  14,  on  the 
assumption  that  the  operating  expenses  will  remain  (30  per  cent  of 
the  gross  receipts,  based  on  a  5-cent  fare,  which,  judging  from 
past  expei'ience,  is  a  reasonable  assumption.  Since  the  degree  of 
modification  in  the  percentage,  due  to  the  ])ossible  change  in  econ- 
omies and  population,  cannot  be  definitely  determined,  this  per- 
centage has  been  retained  as  constant. 

From  the  above  it  is  reasonably  clear  to  me  that  the  true  rate 
of  increase,  and  consequently  the  true  curve  upon  which  to  base 
future  earnings  of  the  street  railways  in  Chicago,  is  a  varying 
one,  for  while  it  may  hold  at  the  rate  of  5  or  6  per  cent  per  annum 
for  some  years  to  come  it  cannot  l)e  held  at  this  rate  perpetually, 
and  must  gradually  decrease,  contrary  to  the  generally  accepted 
opinion  on  this  subject.  The  probability  is  that  the  error  in  the 
minds  of  those  w^io  feel  that  a  fixed  rate  of  increase,  or  increasing- 
rate  of  increase  of  gross  receipts,  would  be  fair,  is  caused  by  their 
not  taking  into  consideration  the  compounding  feature  of  the 
method  of  calculation  which  must  be  taken  into  account  in  any 
correct  analysis  of  the  subject.  This  decrease  in  the  rate  of 
increase  of  the  gross  receipts  would  be  slightly  offset  by  the 
slight  possible  decrease  of  the  operating  expenses  which  might 
come  with  the  increase  of  population,  but  as  this  varies  with  the 
quality  of  service  demanded  it  cannot  be  predetermined  and 
must  be  assumed  at  some  fixed  percentage  of  the  gross  receipts 
as  a  basis  of  comparison. 

For  these  reasons  I  cannot  see  my  way  clear  to  recommend  any 
fixed  percentage  of  increase  for  any  great  length  of  time,  but 
have  endeavored  to  give  as  complete  an  analysis  of  this  subject 
and  set  forth  the  information  derived  from  this  analysis  in  as 
clear  and  scientific  a  manner  as  practicable,  hoping  thereby  to 
form  the  basis  for  intelligent  discussion  of  this  subject,  and  that 
an  equitable  adjustment  of  the  matter  can  be  reached,  itMch 
adjustment  must  he  based  upo)i  the  jiidf/uient  of  past  a)id  future 
business  and  ivdnstrial  eondltkms,  rather  than  ui)on  any  scien- 
tific law  which  can  safely  be  deduced  from  the  figures  of  the 
})ast,  for,  as  has  been  previously  pointed  out,  a  financial  depres- 
sion of  the  country  has  a  greater  tendency  to  decrease  the  gross 
receipts  of  street  railways  than  an  increase  in  population  has  to 
raise  them. 

It  is,  however,  clear  to  me  that  if  money  compensation  is 


POPULATION  AND  TRAFFIC  99 

to  be  required  by  the  City  for  riaii('lii.^e  rights  the  only  LMiuitable 
and  just  basis  of  ('oiiiiiciisation  to  tlie  City  shoukl  be  based  upon 
(I  pcrcenfaffc  of  the  /y/cw  rcccipis,  u]i(itcrer  tliei/  uuuj  he,  of  each 
of  the  eompaiiies,  yayalAe  (unuKiUij,  owing  to  the  faet  that  any 
general  hiw,  even  thougli  it  niiglit  be  correct,  wiiicli  was  deduced 
from  tlie  ])ast  records  of  tlie  cuntbhted  receipts  of  tlie  surface  and 
elevated  radnays  of  the  city,  could  not  eciuitably  be  ai)i)lied  to 
any  individual  road  for  the  reason  that  industrial  conditions,  due 
to  tlic  loss  of  poi)ulation  from  tlie  territory  of  one  road  to  an- 
oUrt,  or  to  competitive  roads  entering  the  territory  of  any  given 
road,  the  gross  receipts  of  the  road  so  affected  might  be  greatly 
decreased,  thereliy  ])reventing  it  from  paying  a  fixed  amount 
into  the  City  Treasury,  which  amount  had  been  previously  fixed 
and  based  upon  a  fixed  percentage  of  the  past  records  during 
l)rosi)erous  times. 

In  case  the  City  should  see  fit  to  reipiire  a  fixed  amount  per 
annum,  this  amount  being  a  certain  percentage  of  some  future 
l)redetermined  gross  earnings  based  ujjou  ])ast  earnings,  it  is  clear 
to  me  that  any  such  ari-angemont  should  be  only  for  sliort  inter- 
vals of  time,  and  tliat  readjustments  should  be  made  between  the 
<'it>  and  railroads  in  periods  not  over  five  yearsapart. 

OPERATING  AND  FINANCIAL  STATISTICS. 

There  seems  to  have  been  little  uniformity  in  the  metliods  of 
accounting  the  cost  of  ojjcration,  during  tlie  jiast  years,  so  no 
attempt  has  been  made  to  rnniisli  figures,  on  cost  of  operation 
back  of  the  last  fiscal  year  of  each  com]»any.  In  Table  1(5  is 
given  a  statement,  in  condensed  form,  of  the  Chicago  City  Kail- 
way  Com])any  of  theSouth  Division  for  one  year  ending  December 
o1.  HKil.  an.l  ill  Table  17,  of  the  (Miicago  Union  Traction  Com- 
pany, covering  the  Soiilli  and  West  Dixisions  for  one  j'ear  end- 
ing June  30,  190:2. 

Table  IS  shows  tlie  operations  of  tlie  two  ( *oiiii)anies  for  one 
year,  condjined. 

From  Tables  Id  and  17  it  will  he  seen  that  the  ('iiicago  City 
IJailway  ('(nnpany  operates  its  Cable  lines  foi*  '2  cents  a  car  mile 
less  than  its  l']lectri{'.  service,  while  it  costs  the  Cnion  Traction 
('ompany  ahoiit  2  cents  a  ear  iniN'  more  than  its  Klectric  service. 
This  is  due  largely  to  the  fact  that  in  the  South  Division 
al)out  4.")  per  cent  of  the  total  bnsiness  is  done  on  the  Cable 
lines,  re(|uiring  oidy  three  power  jilants.  In  the  Xorth  and  West 
Divisions  oidy  34 VL'  I'f"''  ^'^'^t  of  tlie  total  business  is  done  on  llie 
Cable,  requiring  eight  extensive  i)ower  plants  for  the  o))eration 


100  THE  CHICAGO  TRANSPORTATION  PROBLEM 

of  the  Cable  system.  While  a  change  from  Cable  to  Electric 
power  iu  the  South  Division  would  not  apparently  save  money 
in  operation,  the  increase  which  could  be  obtained  in  speed  and 
the  more  ehistic  methods  of  routing  that  could  be  adopted  would 
be  of  material  benefit  to  the  Company  as  well  as  the  public. 

In  the  North  and  West  Divisions  had  the  Cable  lines  been 
Electric  during  their  past  fiscal  year  the  Company  would  have 
saved  over  2  cents  a  mile  on  all  car  mileage  operated  by  Cable, 
or  about  $225,000. 

TABLE  NO.  i6. 
Statement  of  Operations — Chcago  City  Railway  Co.    Year  Ending  Dec.  31,  1901. 
Items.  Electric.  Cable.  Horse.  Total. 

Maintenance   of   Way   and 

Equipment     $      278,385.25     $  262,381.18    $        945.58  $      541,712.01 

Power   Production   $      199,540.75     $  150,850.70  $     350,391-45 

Conducting  Transportation  $  1,688,428.40     $  1,025,081.64     $  26,541.57  $  2,740,051.61 

Cost   of  Operating $2,166,354.40     $  1,438,313.52     $27,487.15  $3,632,155.07 

Recepits  from  Passengers.  $  3,647,135.61     $  2,188.588.15     $  20,662.85  $  5,856,386.61 
Net  Earnings  From  Oper- 
ation   of    Cars $1,480,781.21     $  750,274.63*$    6,824.30  $2,224,231.54 

Miles  Run    16,727,540  13,809,620         106,090  30,643,250 

Passengers    Carried     73.403,433  44,041,678         418,879  117,863,990 

Average. 

Receipts   Per  Mile 21  8-ioc  15  8-ioc       19  5-ioc  19  i-ioc 

Operating  Cost  Per  Mile  ...       12  95-iooc  10  41-iooc  25  90-iooc  11  85-iooc 
Percentage     of     Operating 
Expenses    to    Gross    Re- 
Receipts   59  40- 100 Vo  65  72-iooVo           133V0  62  02- 1 00% 

Per  Cent  of  Total — 

Miles  Run    54  59-iooVo  45  06-1 00%      35-100%  iooV» 

Passenger  Receipts    62  28- 100 Vo  37  37-100%      35-100%  IooV« 

*Loss. 

TABLE  NO.  17. 

Statement  of  Operations — Chicago  Union  Traction  Co.    Year  Ending  June  30,  1902. 

Items.                                                                  Electric                Cable.  Total. 

Maintenance  of  Way  and  Equipment..   $      610,054.57     $      480,842.03  $  i.O9O,80.6o 

Power  Production    $      322,104.95     $      239,973.59  $      562,078.54 

Conducting    Transportation    $  1,868,035.14    $  1,049,709.15  $  2,917,744.29 

Cost  of  Operating   $  2,800,194.66    $  1,770.524.77  $  4,570,719.43 

Receipts   From   Passengers $4,923,089.41     $2,856,971.74  $7,801,075.78 

$       21,004.73* 

Net  Earnings  From  Operation  of  Cars.   $  2,122,894.75     $  1,107,451.70  $  3.230,356.35 

Miles   Run    20,018,334           10,619.779  30,732,05  ( 

93,938* 

Passengers    Carried    98,562,555           57,154,184  156,136,898 


*Horse. 


POPULATION  AND  TRAFFIC  101 

TABLE  NO.  17.— Continued. 
Items.  Electric  Cable.  Average. 

420,159* 

Receipts  Per  Mile 24  59-1 00c  26  90-1 00c  25  38-1 00c 

22  36- I 00c* 

Operating  Cost  Per  Mile 13  98-1 00c  16  52-iooc  14  87- 100c 

Percentage  of  Operating   Expenses  to 
Per  Cent  of  Total  Gross  Receipts..        56  87-100%        61  52-iooV«      58  59  lOoVo 

Miles    Run    65  13-iouVo       34  55- 100 Vo  lOoVo 

32- lOoVo* 

Passenger  Receipts    63  10- 100 Vo       3662-100%  lOoVo 

28-100%* 

•Horse. 

TABLE  NO.   18. 

Statement  of  Operations.    One  Year— Chicago  City  Railway  Co.  and  Chicago  Union 

Traction  Co. 

Chicago  City  Chicago 

Items.  Ry.Co.  U.  T.  Co.        Combined. 

Net  Earnings  From  Operation  of  Cars, 

Per  Tables  16  and  17  $  2,224,231.54  $  3,230.356.35    $  5-454.58789 

Income  From  Other  Sources  $       43,884.68  $       43.884.68 

Chartered  Cars   $         4,264.65 

U.  S.  Mail   19,779-35 

Advertising    33-52500 

Rents,  Land  &  Buildings  49,703.06 

Rents,  Tracks  &  Terminals 10,000.00 

Interest  on  Deposits  &  Loans  9,786.67 

Miscellaneous    14.335-07  141,393-80 

$2,268,116.22  $3,371,750.15     $5,639,866.37 

DEDUCTIONS. 

Depreciation    $      180,000.00 

Interest  on  Bonded  Indebtedness,  Now 

Retired    103,938-75 

General  Taxes    237,018.00 

Dividend    9    per    cent    on    $18,000,000 

Capital  Stock  i .6_'o,ooo.oo  S  j.i.4<  1.056.75 

Taxes    $     614.416.93 

Interest  on  Loans   1 17,784.20 

Premiums  on  Bonds  Purchased 2,397.04 

Bond  Interest   1,250,740.00 

Rentals  on  Stocks  1,633.939  66    $  3,619.277.83 

Surplus    $      1 27. 1 5u  47 

Deficit    $      247,527  f vV     $      I  -'o.3(kS.ji 

I'AV.MKNT.^   '1(1    111  1.   i\V\. 

( '()iiil>l\iii.!^  with  tlic  |i!'n\isi(iiis  of  cci'laiii  ortliiiaiM'cs  iimlcr 
wliicli  it  is  oiKMatiiii;,  tlic  ( "iiicauo  ('ity  IJailway  ( '(uiiiiaiiy  pay.s 
annual !v  as  follows: 


102  THE  CHICAGO  TRANSPORTATION  PROBLEM 

For  paving  and  maintaining  between  curb  lines  and  intersec- 
tions wliere  its  tracks  cross  boulevards. 

I'or  the  entire  expense  of  cleaning  and  maintaining  the  pave- 
ment between  curb  lines  on  Thirty-Fifth  Street  between  Michi- 
gan and  Grand  Boulevards, 

For  the  entire  expense  of  cleaning  and  maintaining  the  pave- 
ment between  curb  lines  on  Forty-seventh  Street  from  Drexel 
Boulevard  to  Lake  Avenue. 

For  the  entire  expense  of  cleaning  and  sprinkling  between 
curb  lines,  Wentworth  Avenue  from  Archer  Avenue  to  Thirty- 
ninth  Street. 

For  one-third  of  the  expense  of  cleaning  and  sprinkling  be- 
tween curb  lines,  Indiana  Avenue  from  Eighteenth  Street  to 
Thirty-ninth  Street. 

I^or  paving  and  maintenance  of  same,  of  the  16  feet  where 
double  track  is  laid  and  8  feet  where  single  track  is  laid,  of  the 
entire  Eight  of  Way,  amounting  to  $173,278  in  1901. 

For  the  expense  of  sprinkling  its  entire  system  of  tracks  from 
May  1  to  October  1  each  year,  amounting  to  $7,047  in  1901. 

For  the  use  of  the  City  Lighting  Department,  $10,000  per 
annum. 

A  license  fee  of  $50  per  car  per  annum,  amounting  to  $26,212 
in  1901. 

Total  of  above  expenditures  being  $216,537,  or  nearly  1  per 
cent  of  the  gross  receipts  of  the  Company  from  all  sources.  The 
foregoing  amounts  are  fixed  charges,  but  do  not  include  taxes. 

The  Chicago  Union  Traction  Company  pays  annually  as  fol- 
lows : 

For  maintenaiice  of  Adams  Street,  Lake  Street,  Division 
Street,  North  Avenue  and  Chicago  Avenue  Bridges,  $3,000  per 
annum. 

For  the  several  items  under  ordinances  not  itemized,  $30,000 
per  annum. 

A  license  fee  of  $50  per  car  i)er  annum.,  amounting  during 
fiscal  year  ending  June  30,  1902,  to  $34,892.87. 

For  the  expense  of  si)rinkling  its  entire  system  of  tracks  from 
May  1  to  October  1  each  year,  amounting  to  $10,065  for  year 
ending  June  30,  1902. 

For  paving  and  maintenance  of  same,  of  the  16  feet  where 
double  track  is  laid  and  8  feet  where  single  track  is  laid,  of  the 
entire  Eight  of  Way,  amounting  to  $109,841.19  in  year  ending 
June  30,  1902. 


POPULATION  AND  TRAFFIC  103 

Total  of  above  expenditures  lieing  $187,71)l).()l),  or  slightly 
over  one-half  of  1  ])er  cent  of  the  gross  receipts  of  the  Company 
from  all  sources. 

'I'lie  foregoing  aiiiouiits  are  fixed  cliarg(v-<  ])aid  aiiimally,  hut 
do  not  include  taxes. 

i^xhihits  lia\('  heen  n.uide  of  numerous  items  covering  rei)airs 
to  i)aveuient,  repairs  to  ])ridges  and  viaducts,  and  subscri]:»tions 
to  cost  of  track  elevation  and  construction  of  viaducts;  hut  as 
these  items;  are  jiaid  only  as  the  occasion  arises  and  cannot  be 
(Construed  as  an  annual  tixed  charge,  T  have  not  attempted  to 
report  them. 

'■  CAPITALIZATION. 

Tables  19,  20  and  21  show  the  underlying  indebtedness  as- 
sumed by  and  ca])italization  of  the  Chicago  Tnion  Traction  Com- 
pany, witii  the  annual  fixed  charges  and  the  deductions  from 
same  due  to  the  retiienient  of  stocks  undei*  the  several  leases. 

The  total  cai)italization  of  the  Chicago  City  l\ail\vay  Com- 
pany is  rei-resented  l)y  its  Cajiital  Stock  of  $18,000,000,  on  which 
it  is  ])aying  at  the  ])resent  time  1)  i)er  cent  Annual  Dividends,  or 
$1,620,000.  This  i-ate  or  amount  is  in  no  manner  guaranteed,  but 
is  subject  to  change  according  to  the  successes  or  failures  of  the 
Company. 

rXDKRLVI.NC  INDKBTEUNESS  ASSUMED  BY  AND  CAPITALIZATION   OK  THE 
CinC.\GO  UNION  TRACTION  COMPANY. 

TABLE  NO.  19.  ^  ,   T-       , 

Annual  rixcd 

Chicago  West  Division  Railway  Co.—  Amount.             Charges. 

I  St  Mortgage  4^/2  per  cent  Bonds  Due  July  i,  ly.U' $  4.016,000        $      180.720 

Capital    Stock    (Under  Lease   to   W.    C.    St.    R.    R.)    35 

per  cent    1 .250.000  4.^".5CO 

Chicago   Passenger  Railway   Company — 

1st  Mortgage  6  per  cent  Bonds  Due  Aug.  i.  ujoj; 400.000  24.000 

Cons.  Mortgage  5  per  cent  Bonds  Due  Dec.  i.  1936 1.306.000  65.300 

Capital  Stocl<  (Under  Lease  to  C.  W.  D.  Ry.  Cu  )   5  per 

cent    /'  .340.300  6;.oi 5 

West  Chicago  Street  R.  R.  Company— 

1st  Mortgage  5  per  cent  Bonds  Due  May  i.  I<J2S 3..S</),ooo  104.800 

Cons.  Mortgage  5  per  cent  Bonds  Due  Nov.  i.  1936 0.104.000  305.-'00 

Debenture    6  per  cent  Bonds  Due  IX-c.  i,  1914-  •  4'>7.ooo  29.820 

Mortgage  on  Power  House  Property  5  per  cent 184.000  9.-J0O 

Capital  Stock  (Under  Lease  to  C.  U.  T.  Co.  1  6  ,.rt  .-.m  i  m.^..(kk.  701.340 

West  Ciiicago  Street  R.  R.  Ttmnel  Co. — 

1st  Mortgage  3  per  cent  l^>n«Is  Due  Feb.   i.  kxhi  i.,(»ii,ih«)  75.ooo 


Total.   We^it    Side    System ?  33.^»8^..^oo         $  2.179.895 


104  THE  CHICAGO  TRANSPORTATION  PROBLEM 

TABLE  NO.    19.— Continued. 

Annual  Fixed 

North  Chicago  City  Railway  Company —  Amount.  Charges. 

1st  Mortgage  4  per  cent  Bonds  Due  July  i,  1927 $       500,000  $       20,000 

2nd  Mortgage  4^  per  cent  Bonds  Due  April  i,  1927.  ..  .         2,500,000  112,500 

Capital  Stock  (Under  Lease  to  N.  C.  S.  R.  R.  Co.)  30 

per  cent   500,000  150,000 

North  Chicago  Street  Railroad  Co — 
1st  Mortgage  5  per  cent  Bonds 
$1,500,000  Due  July  i,  1906, 
1,250,000  Due  Jany.  i,  1909, 

421,000  Due  Jany.   i,  1916 3,171,000  158,550 

Cons.  Mortgage  414  per  cent  Bonds  Due  Apr.  i,  1931.  ..  .         1,614,000  72,630 

Mortgage  on  Real  Estate  6  per  cent 15,000  900 

Capital  Stock  (Under  Lease  to  C.  U.  T.  Co.)  12  per  cent        7,920,000  950,400 

Total  North  Side  System $  16,220,000        $  1,464,980 

Total  Assumed  by  Union  Traction  Co $  49.902,300        $  3,644,875 

Chicago  Union  Traction  Company — 

Capital  Stock,  5  per  cent  Cumulative  Preferred $  12,000,000        $      600,000 

Capital  Stock,  Common    20,000,000 

$  32,000,000 

Grand  Total  $  81,902,300        $  4,244,875 

TABLE  NO.  20. 

Deductions   From   the  Underlying   Indebtedness   Assumed  by   The   Chicago   Union 

Traction   Company. 
Capital    Stock    of    the    Chicago    West    Division    Ry.    Co. 

(Drawing  35  per  cent  Annual  Dividends  Under  Lease 

With  the  West  Chicago  St.  R.  R.  Co.)  Deposited  With 

Trustee,  the   Increment   From  Which   is   to  be  Used  to 

Purchase  and  Retire  ist  Mortgage  Bonds  of  the  Chicago 

West  Division  Ry.   Co $      625.100        $  218,785 

Capital  Stock  of  the  Chicago  "Passenger  Ry.  Co.  (Draw- 
ing 5  per  cent  Annual  Dividends  Lender  Lease  With 
the  Chicago  West  Division  Railway  Co.)  in  Hands  of 
Trustee,  the  Increment  From  Which  is  to  be  L^sed  To- 
ward Payment  of  Interest  on  ist  Mortgage  Bonds 730,000  36,500 

Capital  Stock  of  the  West  Chicago  St.  R.  R.  Co.  (Draw- 
ing 6  per  cent  Annual  Dividends  Under  Lease  With 
the  Chicago  LTnion  Traction  Co.)  in  Hands  of  Trustee, 
the    Increment    Froni   Which    is   to    be    Devoted   to    the 

Interests  of  the  Chicago  Union  Traction  Co 3,200,000  192,000 

Total  West  Side  System $  4.555,100        $  447,285 


POPULATION  AND  TRAFFIC  lOS 

TABLE  NO.  20. — Continued.  .  1  1-       1 

Annual  I'l.vcd 

Capital  Stock  of  the  North  Chicago  City  Ry.  Co.   (Draw-   Anuiunl.  Charges. 

ing  30  per  cent  Annual   Dividends   Under  Lease  With 

North  Chicago  St.  R.  R.  Co.)   Deposited  With  Trustee, 

the    Increment    From    Which    is    to    be    Used    for    the 

the  Purpose  of  the  N.  C.  St.  R  R.  Co $     250,100        $    75,030 

Capital  Stock  of  the  North  Chicago  St.  R.  R.  Co.  (Draw- 
ing  12  per  cent  Annual   Dividends  Under  Lease  With 

Chicago  Union  Traction  Co.)    Deposited  With  Trustee, 

the    Increment    From    Which   is   to   be   Devoted   to    the 

Interests  of  the  Chicago  Union  Traction  Co 2,000,000  240,000 


Total  North  Side  System $  2.250,100        $  315,030 


Total  Deductions  for  Both  Systems $  6,805,200        $  762,315 

TABLE  NO.  21. 

SUMMARY    OF    CAPITALIZATION. 

West  Div.         North  Div. 
System.  System.  Total. 

Bonds    $17,903,000        $7,800,000        $25,703,000 

Stocks    15,779.300  8,420,000  24,199,300 


$33,682,300      $16,220,000        $49,902,300 
Deductions   4,555,100  2,250,100  6,805,200 


Net  total $29,127,200      $13,969,900        $43,097,100 

Chicago  L'nion  Traction  Co.  preferred  stock  $12,000,000 

Chicago  Union  Traction  Co.  common  stock  20,000,00c 


32,000,000 

Net  total  capitalization  of  Union  Trac- 
tion  System    (excluding  Consoli- 
dated System)    $7S.097,loo 

SUMMARY  OF  ANNUAL  l-l.\i:i)  CHARGES. 

West  Div.         North  Div.  Total. 

Guaranteed  stock  dividends  $1,295,855        $1,100,400  $2,396,255 

Less  deductions    447.285             315.030  762,315 

Net  guaranteed  stock  dividends   $848,570           $785,370  $1,633,940 

Bond  interest    874.840             363.680  1,238.520 

Interest  real  estate  mortgages 9,200                    900  10,100 


$1,732,610        $i,i4(».05o        $2,882,560 
5  per  cent  cumul.itivo  dividends  mi  Union    Trar- 

tion   preferred    6oo,000 

$3,482,560 


VMIT    TV. 


TTTTJOTTiH    ROUTES,    UNIVERSAL    TRANSFERS,    AND 
THE  ONE-CITY-ONE-FARE  QUESTION. 


Troatiiio;  of  the  Relative  Merits  of  Operating  Cars  Over  Through 
Routes  as  Compared  with  Dowu-Town  Terminals.— Dis- 
cusses the  Subject  of  Universal  Transfers  and  the  Ques- 
tion: Could  a  Unified  Company  Afford  to  Conduct  the 
Transportation  Business  of  Cliieago  on  a  One-Fare 
Basis? 

Reporting  on  that  portion  of  your  C'ommittee's  requirements 
relating  to  the  joint  use  of  tracks  by  all  Companies;  the  unre- 
stricted use  of  transfers  between  all  Companies,  and  the  relative 
merit  of  through  routes  as  against  down-town  terminals  with 
transfer  privileges,  to  the  end  that  the  traveling  i)ul)lic  be  carried 
for  one  fare  within  the  confines  of  the  territory  served  by  the 
Chicago  City  Railway  Comiiany  and  the  Chicago  Union  Traction 
Company  and  its  afhiiated  (\)ni]>aiiies,  1  lieg  to  sulimit  the  fol- 
lowing . 

There  seems  to  be  a  great  unanimity  ol"  sentiment  as  to  the 
desirability  of  securing  for  the  citizens  of  Chicago,  in  the  ad- 
justment of  the  transportation  question,  one  fare  within  the  lim- 
its of  the  territory  served  by  the  Companies  at  i)resent  affected 
by  the  expiration  of  franchises.  While  this  is  the  prevailing 
sentiment,  no  one,  to  my  knowledge,  has  advanced  any 
definite  ideas  tending  to  bring  such  a  condition  about 
that  ai'e  not  ojien  to  serious  objections  on  the  part  of 
either  the  ("oiiipanies  or  tlie  ]»e()i)le.  It  is  argued  by 
some  that  the  cars  of  one  Company  should  traverse  the 
tracks  of  the  other  Companies,  thus  giving  througli,  contin- 
uous senico  lu'tween  divisions,  without  change  of  cars  or  tlie  use 
of  transfers.  Others,  who  liave  given  the  detail  of  operation  a 
little  more  thorough  study,  are  convinced  that  this  method  is 
impracticable  from  an  operating  standjioint,  and  favor  the  un- 
restricted exchange  of  transfers  between  companies  to  accomplish 

107 


108        THE  CHICAGO  TRANSPORTATION  PROBLEM 

tlie  desired  end.  Still  others  are  of  the  opinion  that  the  end  can- 
not be  accomplished  without  a  consolidation  of  management  on 
sojne  basis  that  will  do  away  with  the  necessity  of  accounting 
between  Companies. 

THROUGH  EOXJTES. 

In  Steanj  Railroad  operation  it  is  a  common  practice  for  the 
cars  of  one  Company  to  utilize  the  trackage  of  another  entirely 
separate  Company  for  the  purpose  of  perfecting  more  desirable 
routes,  and  passengers  and  freight  originating  in  the  territory  of 
the  conceded  trackage  is  hauled  by  the  concessionair  Company 
indiscriminately.  In  such  ca'se  it  is  an  easy  matter  to  account 
the  business  done,  as  all  business  is  done  at  fixed  station  points 
only,  subject  to  the  supervision  of  the  conceding  Company. 

In  Street  Railroad  operation  the  conditions  are  different. 
Passengers  are  received  and  discharged  at  every  street  inter- 
section, some  riding  through  the  territory  of  both  Companies, 
others  riding  only  in  the  territory  in  which  they  originated,  with 
absolutely  no  method  of  checking  possible  for  either  Company. 
It  may  be  argued  that  there  should  be  no  necessity  of  account- 
ing between  Companies ;  that  each  Company  might  run  an  equal 
number  of  cars  on  a  certain  line  and  that  each  Company  might 
retain  its  receipts.  This  would  be  equitable  if  each  territory 
contained  an  equal  amount  of  the  mileage  of  the  line,— if  the  pop- 
ulation served  by  the  line  in  both  territories  were  of  equal  density 
and  if  the  travelling  propensities  of  the  residents  of  each  ter- 
ritory were  equal;— otherwise  grave  injustice  would  be  done  to 
one  of  the  Companies.  Another  plan  might  be  proposed,  viz. : 
At  the  point  where  the  car  left  one  territory  and  entered  the  other 
a  representative  of  each  Company  might  be  present  to  take  a 
reading  of  the  fare  register,  and  make  a  count  of  the  passengers 
aboard  and  make  settlement  between  Companies  on  the  figures 
thus  obtained.  While  this  plan  would  adequately  protect  each 
Company  in  its  gross  receipts,  the  expense  attached  to  the  con- 
duct of  such  a  plan  and  the  time  employed  in  completing  the 
transaction,  congesting,  as  it  naturally  would,  the  point  at  which 
the  transaction  occurred,  and  causing  delay  to  the  passengers 
on  the  car,  would  make  it  practically  prohibitive.  In  either  of 
the  foregoing  plans  it  would  be  difficult  to  fix  the  liability  in 
case  of  accidents. 

A  third  plan  might  be  suggested.  At  the  point  where  the  car 
left  one  territory  and  entered  the  other  crews  could  be  changed. 


ROUTES  AND  TRANSFERS  109 

each  Company's  employes  retaining  fares  collected,  and  a  count 
of  passengers  aboard  be  made  and  an  adjustment  of  differences 
be  had  at  the  end  of  the  day.  This  method  would  take  care  of 
the  question  of  accident  liability  and  ecpiitably  adjust  receipts 
between  Companies;  but  the  passengers  would  suffer  constant 
and  serious  delays  from  the  failure  of  crews  to  meet  at  the  desig- 
nated ])oint,  for  change,  on  account  of  the  constant  interruption 
of  car  traffic  from  various  causes. 

These  are  the  chief  arguments  which  will  l)e  urged  by  the 
Companies  against  the  extending  of  the  privileges  of  one  fare  by 
means  of  the  thiough  route  method  of  car  opei-ation  under  di- 
visional ownership. 

T  recognize  the  great  desirability  of  conducting  transporta- 
tion facilities  along  the  lines  of  through  routes  through  all  divi- 
sions, and  after  having  given  the  question  a  great  deal  of  inves- 
tigation and  consideration  I  am  of  the  opinion  that  it  can  be 
done  in  a  practicable  and  ecjuitable  manner  i)rovided  your  Com- 
niittee  should  see  fit  to  require  it  after  considering  it  in  connec- 
tion with  the  other  subject  matter  in  this  report. 

One  method  of  accomplishing  it,  and  to  me  a  comparatively 
simple  one,  would  be  to  equip  each  car  with  two  cash  fare  regis- 
ters. One  register  would  be  used  to  record  all  fares  originating 
on  a  south-bound  car  south  of  any  fixed  line  in  the  business 
district,  say  ^[onroe  street,  and  on  the  same  car  when  north  bound 
to  the  same  line  (Monroe  street). 

From  this  i)oint  the  use  of  the  first  legister  would  be  discon- 
tiimed,  l)y  locking  it  or  otherwise,  and  the  other  register  brought 
into  use.  All  fares  oi'igiiialing  iioitli  of  Moiiioe  street  on  the 
car  when  noi'tli  l)oun(l,  and  all  fares  collected  on  the  same  car 
when  south  bound,  as  far  as  Monroe  street,  would  be  recorded  on 
this  register.  <  )ii  rcaclilnu  Monroe  street  the  use  of  it  would  be 
discontinued  and  the  other  register  again  bi'ought  into  use. 

I  believe  that  this  piinciple  could  he  applied  in  such  a  manner 
as  to  fully  meet  all  conditions,  if  this  ])lan  should  not  be  satis- 
factoiy  to  the  comi)anies,  I  am  (|uil<'  sure  that  they  would  soon 
agree  upon  some  other  method  ol'  accomi)lisliiiig  the  object  if 
conditions  made  it  necessary. 

rMVi;i!S\I,    I  l!ANSI'i;i!S. 

ill  rclciciicc  to  the  iiM'thod  (»r  ;iii  11 II  ic-l  riclcd  cxchaTi^c  of 
tiansfeis  1(.  ac<'omjiiisii  the  desired  cud  of  one  Tare  within  tlie 
limits  of  the  ten-itories  served  by  the  two  ( 'oinpanies. 


110  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Operation  under  tliis  method  would  be  equitable  to  both  Com- 
panies if  the  average  length  of  haul  in  the  two  territories  were 
the  same.  The  average  length  of  the  present  routes  operated  by 
the  Chicago  City  Eailway  Company  is  10  37-100  miles,  the  aver- 
age length  of  routes  in  the  West  Division  is  8  57-100  and  the  aver- 
age length  in  the  North  Division  is  6  50-100  miles,  or  a  Grand 
Average  for  the  Union  Traction  Company's  system  of  7  69-100 
miles.  It  will  be  seen  from  this  that  the  probable  average  ride 
for  all  passengers  hauled  by  the  Chicago  City  Railway  Company 
on  transfers  issued  by  the  Union  Traction  Company  would  be 
2  68-100  miles  longer  on  the  lines  of  the  former  Company  than  it 
would  be  for  passengers  hauled  by  the  Union  Traction  Company 
on  transfers  issued  by  the  Chicago  City  Eailway  Company.  If 
the  lines  of  the  Chicago  Consolidated  Traction  Company  were 
included  in  the  transfer  system  of  the  Union  Traction  Company 
the  average  length  of  routes  in  the  Union  Traction  Company 
territory  would  more  nearly  approximate  the  average  of  the 
Chicago  City  Railway  Company's  routes. 

The  combined  population  of  the  North  and  West  Divisions, 
comprising  the  territory  of  the  Union  Traction  Company,  is 
greatly  in  excess  of  the  population  of  the  South  Division,  the 
territoiy  of  the  Chicago  City  Railway  Company,  consequently 
the  initial  travel  from  the  Union  Traction  Company's  territory 
to  the  territory  of  the  Chicago  City  Railway  Company  would  be 
greater  than  the  initial  travel  from  the  Chicago  City  Railway 
(Company's  territory  to  the  territory  of  the  Union  Traction  Com- 
pany; but  each  Company  would  get  the  cash  fare  on  the  return 
trip,  thus  equalizing  the  total  business  done  by  both  Companies. 

The  method  of  settlement  betw^een  the  two  Companies  would 
be  to  pay  cash,  at  the  rate  of  5  cents  for  each  transfer  presented 
by  one  Company  in  excess  of  the  transfers  presented  by  the  other 
Company.  This  method  of  operation  is  feasible  and  compara- 
tively equitable  as  between  Companies;  but,  in  operation,  on 
lines  terminating  in  the  business  center,  it  would  be  exceedingly 
unsatisfactory  to  the  travelling  public,  as  no  system  of  loops 
would  converge  at  one  point  without  creating  a  large  number  of 
grade  crossings  between  loops,  thus  materially  diminishing  the 
tenninal  capacity  of  the  district  and  producing  great  congestion. 
The  holder  of  a  transfer  from  one  line  to  another  in  the  business 
center  would  be  compelled  to  walk  from  one  to  four  blocks  to 
reach  his  car. 

Of  course  it  is  true  that  at  the  present  time,  under  the  double 


ROUTES  AND  TRANSFERS  HI 

fare  system,  iiasseiigeis  desiriiij;'  to  utilize  l)()tli  systems  are  com- 
pelled to  walk  certain  distances  in  ('lianj;ini;-  from  one  system  to 
the  other,  and  conseciiiciitlx  this  ar*>,-nnient  against  the  transfer 
method  of  accom])lisliini;  the  end  of  one  fare  ))etAveen  divisions 
is  without  effect;  l)ut  in  devisiui;-  methods  for  the  accomplish- 
ment of  the  desired  end  the  effort  should  he  made  to  eliminate 
as  far  as  possihle  the  disadvantaii'es  under  wliich  tlic  ti'avelHng 
jtul)lic  is  at  present  ]al)oring  -and  if  the  (ircdt  disadvantage  to 
the  i)assenger,  of  having  to  walk  several  hhx-ks  in  order  to  com- 
plete a  tri))  l)et\veen  divisions  for  one  fare,  cannot  he  eliminated 
in  the  adoption  of  the  ti'ansfer  method,  then  some  other  method 
than  the  transfer  method  should  he  adopted. 

\\'iiile  the  interchange  of  transfers  hetween  CV)mpanies  and 
the  method  of  accounting  and  settlement  would  he  comparatively 
equitable  as  between  Companies,  both  Comj^anies  would  be  sub- 
jected to  the  great  loss  from  traflrtc  in  transfers  which  would 
inevitably  follow  the  issuing  of  transfers  for  use  in  the  business 
center.  As  has  been  shown,  about  80  ]ier  cent  of  the  total  travel 
is  to  and  from  the  business  center.  It  is  probable  that  a  large 
percentage  of  the  travel  between  divisions  is  via  the  l)usiness 
center,  as  under  the  i)resent  arrangement  of  trackage  there  is 
only  one  street  outside  of  the  business  center  on  which  the  lines 
of  the  two  CV)mi)anies  cojiiiect,  viz.:  TIalsted  Stieet.  On  all 
other  outlying  sti'eets  a  distance  of  oxer  a  lirdf  a  mile  intervenes. 
Xo  loss  would  be  sustained  if  every  ]»asscng('r  receiving  a  trajis- 
ter  used  the  transfer  himself  to  complete  his  tiij)  hetween  divi- 
sions, but  the  loss  would  he  sustained  when  one  peison  received 
a  transl'ei-  and  ga\'e  it  oi"  sold  it  to  another  person,  who  used  it 
on  the  connecting  line,  thus  enahling  two  iieisons  to  ride  loi-  one 
fare.  Tlud  this  is  done  at  the  jtresent  time  within  the  conlines 
of  the  individual  ('oni|tanies  under  the  limited  opportunity  af- 
l'orde(l  is  a  well-known  I'act,  and  the  o))p<)rtunity  wouM  he  enor 
mously  increased  by  the  int ro<lnction  of  tiansl'er  jioints  in  the 
business  center.  Theif  does  not  seem  to  he  an>-  wa>-  of  stojiping 
this  ti-affic  in  ti-ansfeis.  'There  max  he  soni"  wa>  dexised  in  the 
future  !(►  o\'ei-come  the  diniculties  smrounding  the  use  n\'  trans 
fers  to  permit  extending  the  privilege  of  one  fare  hetween  di- 
\  isions,  hnt  I  am  constiaine*!  to  a<lmit  that  at  the  present  time  I 
cannot  devise  an>  plan  apjilicahh'  to  a  husiiiess  center  surface 
terminable  system  that  will  oxcreome  the  o'ojectionable  f(»atnres 
to  the  travelling  public  and  completely  conserve  the  inlei'esls  of 
the  oj^erating  Companies. 


112  THE  CHICAGO  TRANSPORTATION  PROBLEM 

The  nearest  approach  to  a  practicable  solution  of  this  diffi- 
culty is  to  station  transfer  agents  at  certain  points  within  the 
])usiness  district  where  the  different  lines  intersect,  although  this 
would  not  entirely  prevent  the  misuse  of  transfers. 

JOINT    USE    OF    TRACKS. 

In  reference  to  the  joint  use  of  tracks  in  the  business  center 
for  terminal  purposes. 

There  should  be  no  difficulty  in  arranging  tenninal  facili- 
ties. Under  the  plan  for  terminals  recommended,  as  per  Map 
No.  2,  each  loop  is  independent,  consequently  there  would  be  no 
joint  use  of  tracks.  Map  No.  3  shows  a  plan  for  accomplishing 
the  same  object  by  the  joint  use  of  tracks.  Each  Company  should 
give  up  its  present  trackage  rights  in  the  business  district  and 
accept  new  grants  on  a  plan  best  suited  for  the  accommodation  of 
the  passengers  from  each  division.  No  value  can  be  attached  to 
tinckage  rights  in  the  terminal  district  that  cannot  he  profitably 
utilized  for  terminal  or  through  route  purposes. 

Part  5  of  this  report  treats  of  the  third  method  of  accomplish- 
ing the  desired  end  of  one  fare  within  the  territories  of  both  Com- 
panies under  a  unification  of  ownership  or  management. 

CAN    PASSENGERS   BE    CARRIED    PROFITABLY    WITHIN    THE    CITY   LIMITS 
ON  A  SINGLE  FARE  BASIS  % 

We  now  come  to  the  consideration  of  the  question:  Could  a 
Company  afford  to  conduct  the  transportation  business  of  Chi- 
cago on  the  basis  of  a  single  fare! 

In  the  absence  of  a  practical  demonstration,  any  answer  to 
this  question  must  be  considered  as  a  matter  of  opinion.  The 
extreme  distance  served  by  the  two  Companies  combined  is  em- 
braced by  Seventy -ninth  Street  on  the  South  and  Devon  Avenue 
on  the  North,  a  distance  of  about  17  miles.  If  every  passenger 
travelled  this  distance,  the  answer  would  emphatically  be,  No! 
The  answer  would  be  the  same  if  every  passenger  travelled  one- 
half  of  this  distance. 

As  is  shown  by  population  map  No.  7,  herewith  submitted,  the 
dense  population  of  the  city  is  located  North  of  Fifty-fifth  Street, 
East  of  California  Avenue  and  South  of  Diversey  Boulevard, 
riie  territory  within  these  boundary  lines  is  well  served  by  the 
surface  lines,  and  the  transpoTtation  of  a  large  percentage  of  its 
})opulation  is  done  by  the  surface  lines.  The  population  outside 
of  these  boundary  lines  seeks  other  means  of  transportation  to  the 


ROUTES  AXD    TRANSFERS  113 

business  center  where  it  is  possible,  owing  to  tlic  distance  and 
the  quicker  time  tliat  Ek'vatcd  and  Steam  IJoads  make.  The 
(xtreme  distance  North  and  Soutli  within  tiicsc  IxnuKhn  y  lines  is 
only  10  miles,  a  less  distance  than  it  is  now  jjossiblc  to  ride  on 
either  of  the  Com])anies  lines  for  one  fare.  If  every  passen,i!;er 
rode  the  extreme  distance  that  it  is  now  i)ossible  to  ride  on  either 
Company's  lines,  the  present  fare  would  not  be  sufficient,  but 
l)ecause  only  a  small  proportion  of  their  patrons  avail  themselves 
of  the  extreme  i)rivileges  allowed  by  the  companies  they  are  en- 
abled to  extend  them.  In  my  jiidginent  the  same  would  be  true 
if  the  privileges  were  extended  to  the  entire  territory  embraced 
by  the  lines  of  the  two  Companies,  and  the  travel  between  divi- 
sions that  would  be  induced  by  the  extension  of  these  privileges 
would  compensate  for  the  loss  in  double  fares  between  divisions 
at  present  in  force.  The  fact  must  be  recognized  that  about  80 
})er  cent  of  the  whole  present  travel  from  all  divisions  on  the 
surface  lines  is  to  and  from  the  l)usiness  center,  and  the  extension 
of  the  ]n-ivilege  of  one  fare  between  divisions  would  not  ajipre- 
ciably  alter  this  fact. 

The  cost  of  operation  attendant  on  such  an  extension  of  i>rivi- 
lege  would  not  be  materially  greater  than  it  is  at  the  present  time. 
The  same  total  number  of  cars  that  are  in  operation  at  the  present 
time  would  do  the  same  amount  of  business  as  they  do  now.  They 
would  be  ditferently  distributed  under  a  unified  operation,  but  no 
more  would  be  re<iuired  to  furnish  to  all  parts  of  the  combined 
territory  a  service  ecpial  to  that  being  furnished  now.  If  the 
]:»rivilege  of  one  fare  were  extended  to  the  whole  territory  em- 
l)raced  ])y  the  two  Companies,  and  the  concession  was  accom- 
jplislied  by  the  giving  of  transfers,  it  can  be  readily  seen  that  the 
nunilicr  of  cars  would  not  have  to  be  increased,  as  the  same  peo- 
))le  that  would  gel  the  benefits  of  the  transfer  are  now  riding 
and  paying  for  the  i)ri\ileg«'.  An  increase  in  cars,  and  conse- 
i|ueiitly  an  increase  in  operating  expenses,  would  only  come  when 
the  extra  travel  induced  by  the  concession  i-e(|uired  more  cars, 
and  then  the  Comiianii's  could  afl'or<l  to  furnish  the  ears. 

As  will  be  shown  in  I'art  .")  df  this  leporl,  which  outlines  a 
plan  of  operation  under  a  unilication  of  control,  operating  for 
one  fare  within  the  city  limits,  ]nactically  the  same  service  that 
is  being  given  at  the  i)resent  time  can  lie  gi\cn  with  JOO  cars  less 
than  are  now  in  operation,  owing  to  the  increase(i  speed  obt^iined 
bv  tile  change  of  the  Cable  lines  to  I'llectric  and  the  greater  facil- 
ity of  operating  under  conlinuous  thronuh  idutes  as  against  the 


114  THE  CHICAGO  'IRAN SPORT ATION  PROBLEM 

present  Divisional  operation.  To  this  saving  can  he  added  the 
saving  that  would  accrue  from  a  reduction  in  administration  and 
superintending  expense  through  the  maintenance  of  only  one  or- 
ganization. 

It  is  my  opinion,  after  a  careful  canvas  of  the  matter,  that 
a  unified  Company  could  afford  to  furnish  transportation  facili- 
ties to  the  entire  territory  emhraced  l)y  the  lines  of  the  Chicago 
City  Kailway  Company,  the  Chicago  Union  Traction  Company 
and  the  Chicago  Consolidated  Traction  Company  unthin  the  city 
limits  for  a  single  fare,  and  I  am  also  of  the  opinion  that  compa- 
nies operating  under  Divisional  ownership  or  management  could, 
if  properly  protected  against  the  fraudulent  use  of  transfers, 
grant  the  same  privilege,  hut  at  a  slightly  increased  expense  to 
themselves  over  what  it  would  be  to  a  unified  company.  Further- 
more, I  believe  that  no  one  thing  that  could  be  done  for  Chicago 
would  tend  more  to  enhance  its  growth  and  prestige  than  the 
securing  of  such  a  concession  in  the  settlement  of  the  transporta- 
tion question. 


r.wvv  V. 
DTsrrssTox  of  a  new,  i^eoi^oaxizeo  and  ttnifteo 

SYSTEM  OF  STIIEET  KAILAVAYS  FOR  CHICAGO. 


Ivocniiiiuoiidatioiis  for  a  General  Plan  of  Surface  Transpor- 
tation Under  a  l^niiication  of  Control  of  the  Chicago 
City  Railway  Company,  the  Chicago  Union  Traction 
Company,  the  Chicago  Consolidated  Traction  Company 
and  the  Chicago  General  Railway  Companj^,  UtiHzing 
Sul)way  and  Surface  Terminals  in  the  Business  District 
and  Routing  Cars  Through  All  Divisions.  — Embodies 
General  Plan  of  Subways  Required  for  Such  Operation 
and  Outlines  the  Use  of  Transfers.— Gives  Schedule  of 
Ivoutes  lieconnnended,  Showing  Length  of  Routes, 
I'ime,  Number  of  Cars  and  Headway  of  Cars.  — Gives 
Schedule  of  Streets  on  Which  Tracks  Should  be  lUiilt 
in  the  Creation  of  Such  a  System,  Showing  Distance  and 
Type  of  Track  Construction.  — Submits  Estimates  of 
Cost  to  Produce  the  System  Ready  for  the  Operation  oi' 
Cars  and  an  Estimate  of  the  Earnings  to  be  Derived 
from  the  Operation  of  Such  a  System,  leased  on  the  Past 
Performances  of  the  Present  Companies. 


I  liave  been  asked  to  roininlatc  a  jdan  of  surl'ace  transpor- 
tatinn  lor  Chicago,  treating  the  situation  as  it  all  Divisional  lines 
weie  eliminated  and  as  if  tlic  Chicago  City  Railway  Comjiany 
and  tlie  Chicau'*  I'nion  Traction  Comiiany  were  under  one  own- 
ership and  ono  oix-rating  management,  — transi)orting  i)assengers 
for  one  i'are  tlirougliout  tlic  tenit(My  at  ))resent  served  by  both 
Companies.  It  lias  been  previously  sa.id  in  this  report  that  this 
would  be  t!i«"  ideal  condition  for  Cliic^igo's  citizens  and  also  that 
a  unilication  of  management  of  these  Companies  was  a  condition 
that  must  be  precedent  to  any  rrallif  sdfisfiichni/  mid  pfntKUictil 
solution  ol"  the  transportation  problem. 


116  THE  CHICAGO  TRANSPORTATION  PROBLEM 

RELATION   OF  UNIFICATION   TO   THE  SUBWAY  QUESTION. 

If  subways  were  built  for  the  acconiiuodatioii  of  cars  operated 
under  tlie  present  Divisional  plan  with  the  eliminating  of  grade 
crossings  held  in  mind,  the  subway  system  would  naturally  con- 
sist of  a  number  of  small  loops,  disconnected,  and  entering  from 
each  Division.  AYith  such  a  system  of  subways  once  installed, 
the  realization  of  an  ideal  system  of  inter-division  transporta- 
tion would  be  indefinitely  postponed.  The  desire  for  a  system 
of  subways  in  Chicago  has  arisen  on  account  of  the  congested 
condition  of  the  streets  in  the  business  district,  and  if  built,  they 
should  be  built  on  a  plan  designed  to  reduce  the  congestion  to  the 
minimum  and  at  the  same  time  render  the  most  service  to  the 
travelling  public,  and  with  a  view  to  the  future  good  of  the  city. 
The  congested  area  is  embraced  between  the  River  on  the  North 
and  West  and  Twelfth  Street  on  the  South.  The  distance  between 
liie  River  on  the  North  and  Twelfth  Street  on  the  South  is  about 
twice  as  great  as  the  distance  between  the  River  and  the  Lake. 
^J'lie  deflection  to  the  East  in  the  course  of  the  River,  between 
Harrison  and  Sixteenth  Street,  narrows  the  neck  of  land  leading 
to  the  South  Division,  so  that  the  highways  between  the  business 
center  and  the  South  Division  are  very  much  choked  between 
those  points.  Logicall}^,  subways  designed  to  avoid  and  decrease 
congestion  should  pass  through  the  longway  of  the  congested  dis- 
trict in  order  to  perform  the  greatest  service. 

Following  this  course  of  reasoning,  my  recommendations  are 
for  North  and  South  subways  between  Fourteenth  Street  and 
Indiana  Street,  and  in  one  plan  hereinafter  outlined,  with  con- 
nections to  the  two  tunnels  at  present  leading  to  the  West  Divi- 
sion, as  more  fully  set  forth  in  the  following  plan  for  a  transpor- 
tation system. 

While  Chicago  is  a  city  primarily  laid  out  on  the  radiating 
plan,  owing  to  the  course  of  the  Chicago  River,  the  system 
adopted  in  annexing  adjacent  territory  has  given  it  a  lake  front- 
age of  about  twenty-one  miles,  and  an  additional  four  and  one- 
half  miles  South  from  the  Lake  Shore  along  the  Indiana  State 
line,  making  a  total  distance  North  and  South  within  limits  of 
twenty-five  and  one-half  miles,— its  width  varying  from  six  to 
eleven  miles.  The  extreme  limit  of  the  territory  at  present  em- 
braced by  the  lines  of  the  Chicago  City  Railway  Company  and 
the  Union  Traction  Company  is  Seventy-ninth  Street  on  the 
South,  nine  miles  from  Madison  Street,  and  Devon  Avenue  on  the 


PLAN  FOR  A  NEW  SYSTEM  H7 

North,  eight  miles  i'roiii  Madison  Street,  an  extreme  distance  of 
seventeen  miles. 

^.]•:^•K^AL  PLAN  ov  ovKw.vvu^y.  undkh  rxii'iKi)  management. 

For  a  genernl  phni  of  tran^poitatiuii  wKliin  these  limits,  and 
to  n:eet  the  re([uirements  laid  down  Iry  you  in  my  coiinnissioii 
to  ''eliminate  grade  crossings  and  i)rovide  for  operation  of 
through  lines  between  the  North  and  South  Sides  of  the  city 
thronjih  tiie  business  center,  and  in  conjunction  with  the  looj) 
terminals  from  all  divisions,"  the  following  is  submitted.  While 
this  plan  accomplishes  the  results  required  as  above  set  forth, 
there  are  other  conditions  to  be  considered  which  might  not 
make  this  ])lan  the  most  practicable  for  adoption  at  the  i)resent 
time,  and  \  submit  in  conjunction  herewith  other  plans  which 
will  be  subsequently  considered. 

The  north  and  south  tracks  of  the  three  divisions,  at  present 
built,  including  those  west  of  the  river,  should  be  connected,  and 
through  north  and  south  lines  of  cars  be  operated  on  each  street, 
these  lines  to  be  designated  the  "Trunk  System." 

Upon  the  east  and  west  tiacks  of  the  three  divisions,  at  pres- 
ent built,  through  east  and  west  lines  of  cars  should  be  operated 
on  each  street,  these  lines  to  l)e  desigualiMl  tlic  '"Cross-Town 
System." 

Upon  rlie  diagonal  axcnucs  ladiating  from  tlie  business  center 
and  ]taralk'ling  tlic  north  and  south  branches  of  the  CUiicago 
Kiver,  there  should  he  (tpcrated  lines  of  cars  between  the  north- 
east and  southwest,  and  l)etween  the  southeast  and  northwest 
sections  of  the  city,  llnoiit/h  /he  hiisiiicss  cc>//(r,— designated 
tlic  "Avetme  System." 

in  iccognition  of  tlic  fact  that  the  husiness  center  is  the  objec- 
li\('  point  ol'  a  very  large  inoportion  of  the  city's  travel,  espe- 
cially nioniing  and  night,  whatcvci-  sci'vicc  that  was  j'ounil  ncc- 
cssar>'  to  augment  the  scrxice  al)o\'e  set  I'oith  should  he  oiierated, 
as  at.  present,  ri(»ni  all  (li\isions.  teiniinating  in  the  husiness 
center. 

'I'o  sei\c  the  local  travel  in  llie  husiness  dislricl.  and  dishih- 
ute  and  tiansl'ei-  passengers  arrixinu'  at  depots,  tracks  in  the! 
down-town  district  should  he  so  arranged  as  to  connect  all  the 
dei)ots,  aiul  lines  of  cars  he  routed  and  operated  continuously  in 
that  disti  icl,  in<lepentleiit  of  any  of  the  foregoing  systems.  This 
local  svsteui  should  issue  and  receive  transfeis  to  and  IVoin  any 
and  all  lines  entering  the  business  distiict. 


118  THE  CHICAGO  TRANSPORTATION  PROBLEM 

There  is  no  question,  in  my  opinion,  but  what  a  sufficient 
number  of  cars  of  i)roper  design,  in'operly  routed,  and  operated 
judiciously,  under  adequate  lieadway,  on  this  general  plan,  would 
give  to  the  citizens  of  Chicago  a  system  of  transportation  that 
would  only  be  excelled  in  cities  where  elevated,  underground  and 
surface  systems  exist  under  one  control,  and  are  all  used  to  equal- 
ize time  and  distance  within  the  city  limits. 

If  it  were  possible  to  incorporate  the  elevated  system  into  this 
general  plan  of  transportation,  operating  the  elevated  cars  within 
certain  prescribed  districts,  adjacent  to  the  business  center,  as 
express  lines  only,  and  using  the  crossing  surface  lines  outside 
of  that  boundary  as  feeders  to  the  elevated  lines,  the  residents 
of  the  outlying  territory  would  be  brought  as  close  to  the  busi- 
ness center,  in  point  of  time,  as  the  more  favorably  located  resi- 
dents of  the  territory  directly  contiguous  to  the  business  district, 
serv^ed  by  the  surface  system  only ;  but  as  the  problems  submitted 
to  me  contemplate  only  a  rearrangement  of  surface  transporta- 
tion, ultra-ideal  conditions  must  be  dismissed  from  consideration 
and  the  most  ideal  conditions  of  which  the  situation  is  susceptible 
be  evolved. 

Under  the  operation  of  the  north  and  south  trunk  system  and 
the  east  and  west  cro*«;  (own  system  of  cars,  with  a  reasonable 
use  of  tran:!fers;  residents  of  any  portion  of  any  division  at 
present  serA^ed  b}^  the  lines  of  the  divisional  companies  would  be 
enabled  to  reach  an}^  portion  of  any  other  division. 

Under  the  operation  of  the  avenue  system,  residents  of  the 
northwesterly  portion  of  the  city— that  district  fai'thest  removed 
from  the  easterly  portion  of  the  South  Division— would  be  ena- 
bled to  travel  over  the  least  distance,  and  thus  avail  themselves 
of  the  benefits  designed  at  the  time  of  the  creation  of  the  avenues. 
The  same  is  true  as  regards  the  residents  of  the  southwesterly 
portion  of  the  city  in  relation  to  their  travel  to  the  easterly  por- 
tion of  the  North  Division.  There  does  not  seem  to  be  any  de- 
mand for  through  lines  of  cars  passing  through  the  business 
center,  between  the  central  portions  of  the  West  Division  and  the 
North  and  South  Divisions.  There  would  be  nothing  gained  in 
point  of  distance  by  the  establishment  of  such  lines,  and  time 
would  be  lost,  owing  to  the  congestion  incident  to  the  business 
district.  The  other  sides  of  the  rectangles  could  be  used  to 
better  advantage.  Should  experience  develop  the  necessity  of 
such  routes,  they  could  easily  be  inaugurated  without  changes 
in  the  subway  system, 


PLAN  FOR  A  NEW  SYSTEM  )  | -i 

Under  the  oiKTiitioii  ol'  llic  scimiatc  and.  disliiict  systcui  ol' 
cars  in  the  business  center.  Vice  and  easy  intercourse  between 
railroad  stations  and  l)etwceii  all  pdints  of  the  down-town  dis- 
trict would  1)0  osta))lisli('(l.  an  end  nmcli  to  lie  desired.  'IMiis 
operation  could  he  extended  in  the  rntnic,  as  the  district  became 
(•nlari>,ed- which  eidari^cineiit  will  certainly  follow  tlie  rear- 
langenient  of  street-car  service  on  the  above  outlined  [)lan. 

B}^  using-  this  "Jiusiness  (*entei'  System,"  as  a  distributing 
and  collecting  agency,  the  necessity  ol'  large  looj)s  is  eliminated, 
and  the  limited  aica  suitable  for  teiininal  facilities  can  be  util- 
ized to  its  fullest  cai)acity.  V>\  the  operation  ol'  sucli  a  distrib- 
uting system  the  through  service  on  the  noitli  and  south  trunk 
tracks  can  be  taken  through  the  l)usiness  center  in  subways  under 
streets  most  suitable,  without  reference  to  any  local  jioints,  and 
the  terminal  loo]is  ol"  the  east  and  west  cross-town  system  and 
of  the  avenue  system  can  l)e  locat(>d  with  i-eference  only  to  the 
highways  over  which  they  enter  the  business  district. 

One  of  the  fundanu'utal  |trincii)les  in  ccuiducting  transporta- 
tion is  to  give  through  trafific  the  right  of  way,  or  to  route  it  in 
the  channel  of  least  resistance,  over  the  shoitest  distance.  The 
through  serx'ice  on  t!ie  plan  outlined  will  he  on  the  north  and 
south  tracks  and  on  t!ie  avenue  tracks.  ()\er  the  easterly  noith 
and  south  tracks  which  traverse  the  business  center,  will  be 
routed  the  ax'eMue  t lal'lic. 

SUBWAY  ROl'TES. 

( 'onl'oraiiiii;'  t-o  the  fundamental  princijile  ahox'e  laid  <lown, 
and  recognizing  that  a  large  pioportion  of  the  through  trallic 
will  be  ciuiducted  between  the  Xoitli  and  South  l)i\isions  con- 
tiguous to  the  Lafe  SIkuc.  and  oxer  the  A\-eiiur'  lines,  tln'ouiih 
the  l)U.--ines>  cciitci-.  the  ^uhway  syst<'ni  of  ( 'hicago  should  consist 
«if  sub\va\s  between  fmiiteent  h  Street  and  Indiana  Street  - 
nndei-  the  north  and  south  streets  ))est  adapte(|  to  seixc  the 
noilli  and  south  through  trallic.  with  east  and  west  coniiee 
tions  (See  Sub\\a\"  IMan  1.  Map  11)  from  the  most  westerly 
subway,  t(»  the  two  tunnels  leadini;-  to  the  West  l>ivision, 
for  tile  accoimnodati(ui  of  tlu  a\'enue  thi(»ugli  tialTic. 
Tlie  avenue  thi-(umli  tiallic  from  the  X(U-1li  and  Soutii 
Division  should  be  louted  outside  of  the  subway  dis- 
trict—to  the  tracks  leading  into  the  mo>t  westerly  subway.  .\s 
(|uite  a  proportion  of  the  trallic  from  the  westerl\  portion  of  the 
Soutli  nivision  and  from  the  West  Division  designe<l  to  terminate 


1-JU        THE  CHICAGO  TRANSPORTATION  PROBLEM 

ill  the  business  center  will  naturally  be  brought  in  over  the  ave- 
nue lines,  and  from  lines  leading-  into  the  avenues,  two  subway 
loo[)s  for  the  joint  use  of  this  traffic  tenninating  in  the  business 
center  should  be  constructed,  using  the  most  westerly  north  and 
smith  subway  for  the  east  side  of  each  loop.  All  other  cars  from 
ihe  West  Division  and  from  the  westerly  portion  of  the  South 
Division,  should  be  brought  into  the  business  district  over  the 
biidges,  and  returned  via  surface  loops.  (See  ^lap  10.)  To 
provide  terminal  facilities  for  the  divisional  traffic  of  the  North 
Division  and  that  portion  of  the  South  Division  lying  east  of  Hal- 
sted  street,  tenninating  in  the  business  center,  a  cross  subway 
should  be  constructed  in  the  center  of  the  liusiness  distiict,— with 
reference  to  the  north  and  south,  — connecting  all  the  north  and 
south  subways.  This  lateral  subway,  in  connection  with  the 
north  and  south  subways,  would  provide  six  loops,  three  for  the 
North  Division  and  three  for  the  South  Division  traffic.  To  carry 
out  this  general  plan  it  will  be  necessary  to  construct  two  more 
tunnels  to  the  North  Division  to  supply  an  outlet  to  the  north  for 
each  transportation  highway,  entering  from  the  south.  By  this 
plan  the  following  results  would  be  obtained : 

First.— The  greatest  possible  capacity  of  the  limited  area  in 
the  business  district  would  be  utilized  for  terminal  facilities. 

Second.— All  through  traffic  via  the  business  center  would 
be  taken  tlirough  the  congested  district,  underground,  saving 
time  to  the  passenger,  and  relieving  the  congestion  in  this  dis- 
trict. 

Third. — All  subways  would  be  on  the  high  level  without  grade 
crossings,  tints  cheapening  the  construction  and  not  interfering 
with  exigting  low-level  improvements. 

Fourth.— All  river  tunnel  approaches  \Wthin  the  business 
center  would  be  closed. 

Fifth.— As  all  traffic  from  the  North  and  South  Divisions 
would  be  underground,  if  Surface  Plan  No.  1  (Map  10)  were 
used,  grade  crossings  of  surface  loops  would  be  eliminated,  ex- 
cept those  incident  to  the  operation  of  the  loc<il  distributing 
system. 

SURFACE  TRACKS  IX  COXXECTIOX  WITH  SUBWAYS. 

I  am  aware  that  the  idea  obtains  in  the  minds  of  many  that 
the  installation  of  a  subway  system  in  the  business  district  of 
Chicago  will  do  away  with  all  surface  tracks  in  that  district. 
AMiile  it  is  conceded  that  such  a  condition  would  be  very  desir- 
able, it  is  impracticable  to  debase  sufficient  teiininal  capacity  in  a 


PLAN  FOR  A  NEW  SYSTEM  121 

subway  systt'iu  in  tlic  limited  iiuuiber  oi'  streets  embraced  within 
the  business  district  and  avoid  grade  crossing  in  such  subways, 
to  acconnnodate  all  the  tralTic  necessarily  entering  this  busi- 
ness district,  without  adoi)ting  a  liigii  and  low  level  subway  sys- 
tem as  hereinafter  discussed. 

Having  arrived  at  this  conclusion,  it  follows  that  whatever 
additional  tenninal  facilities  are  re(iuired  in  the  jilaii  iiiidei-  dis- 
cussion (Subway  Plan  Xo.  1  in  combinatio'i  with  Surface  Plan 
Xo.  1)  not  obtainable  in  a  subway  system  must  be  arranged  on 
the  surface. 

As  the  number  of  highways  entering  the  l)usiness  center  from 
the  south  and  available  for  street  car  ojiciation  is  limited  to 
three,  and  as  the  nuiiibei-  eiitei-ing  from  the  noith  is  limited  to 
four,  and  as  the  natural  trend  of  through  tratfic  is  in  northerly 
and  southerly  direction,  i)aralleling  the  water  front  and  travers- 
ing the  geatest  distance  within  the  city  limits,  it  is  naturally 
advisable  to  locate  the  subway  system  for  the  accommodation, 
I'l  iniarily,  of  the  X^'orth  and  South  Divisions.  As  the  three  high- 
ways entering  the  ])usiness  district  from  the  south  are  not  suf- 
ficient over  which  to  bring  all  the  traffic  from  the  South  Division 
a  ]wrtion  of  it  lying  west  of  Halsted  Street  will  have  to  be  route<l 
thi-ough  the  southerly  i)art  of  the  West  Division,  using  West 
Division  surface  and  subway  terminals.  There  aic  seven 
bi-idges  and  two  tunnels,  making  nine  entrances  from  the  West 
Division  available  for  street  ciir  operation,  and  all  of  these  en- 
trances are  recjuired  for  the  accoimnodation  of  the  West  l)ivisi(>n 
tralhc,  and  that  ])oi-tion  of  the  South  Division  traflic  that  cannot 
be  accomiiKxlated  oxci*  the  eiiliances  I'rom  the  south.  The  two 
tunnel  entrances  would  h'ad  to  the  two  suhway  1(k)|is.  and  the 
seven  bridge  enti'ances  would  lead  to  seven  surface  loops.  As 
has  been  shown,  the  cast  and  west  cross  ('(Minccliiig  suliwaw  in- 
teisecting  the  north  and  south  subways,  would  Toiin  six  loops, 
thus  making  eight  suhway  htops  and  scNcn  surface  loops,  fifteen 
in  all.  .More  loops  might  be  provided,  hut  as  a  loop  would  he 
)>rovided  l'(U"  each  entiance,  and  as  each  loop  would  have  the 
capacity  of  its  entrance,  nioic  would  he  superlliious. 

.\s  there  is  (piite  ;i  dense  jiopulation,  constantly  increasing,  in 
the  Xorth  Division  lying  east  of  Clark  street  and  south  of  jjincoln 
J'ark  which  will  be  j)Oorly  served  ])y  the  noi'th  and  south  through 
lines,  OI-  by  the  divisional  lines  tenninating  on  the  sul)way  loo))S, 
it  would  be  advisable  to  extend  the  present  X'^orth  State 
street  line  from  Division  street  to  Xorth  avenue,  on  X^orth  State 


1-22  THE  CHICAGO  TRANSPORTATION  PROBLEM 

street,  and  operate  it  independently  over  the  State  street  bridge, 
the  fourth  highway  entering  from  the  north  and  not  utilized  for 
either  through  traffic  or  terminal  loop.  This  line  should  be  taken 
south  on  State  street  to  Twelfth  street,  over  the  tracks  designed 
for  the  use  of  the  business  center  distributing  system,  and  re- 
turned over  the  same  route. 

Carrying  out  the  general  plan  of  east  and  west  cross-town 
lines  to  the  extreme  limit,  and  observing  the  commonly  accepted 
idea  that  all  lines  of  cars  should  return  as  nearly  as  possible  over 
the  routes  on  which  they  enter,  thus  making  the  routing  of  cars 
more  easily  understood  by  strangers  in  the  city,  and  to  concen- 
trate the  terminals  of  all  lines  as  near  the  center  of  the  business 
district  as  possible,  the  following  plan  for  the  seven  surface  loops 
entering  from  the  West  Division  is  suggested  as  one  surface 
plan,  known  as  Surface  Plan  No.  1,  and  is  shown  on  ]\ra})  10, 

The  routing  would  be  as  follows : 

Lines  entering  over  Lake  Street  Bridge : 

East  on  Lake  Street,  south  on  Wabash,  looping  the  block 

bounded    by  Wabash,  Monroe,  Michigan  Avenue    and 

I  Madison  Street,  returning  via  Wabash  and  Lake  Street. 

Lines  entering  over  Randolph  Street  Bridge : 

East  on  Randolph,  south  on  State,  looping  the  block 
bounded  by  State,  Monroe,  Wabash,  and  Madison  Street, 
returning  via  State  and  Randolph. 

Lines  entering  over  Madison  Street  Bridge : 

East  on  Madison  Street,  south  on  Dearborn,  looping  the 
block  bounded  by  Dearl)orn,  Monroe,  State  and  Madison 
Streets,  returning  via  IMadison  Street. 

Lines  entering  over  Adams  Street  Bridge : 

East  on  Adams  Street  to  Dearborn,  looping  the  block 
bounded  by  Adams,  Dearborn,  ]\[onroe  and  Clark 
Streets,  returning  via  Adams  Street. 

Lines  entering  over  Van  Buren  Street  Bridge : 

East  on  Van  Buren  Street  to  Dearborn,  noiih  on  Dear- 
bom  Street,  looping  the  block  bounded  by  Adams,  State, 
Monroe  and  Dearborn  Streets,  returning  via  Dearborn 
and  Van  Buren  Streets. 

Lines  entering  over  Harrison  Street  Bridge : 

East  on  Harrison  Street  to  State  Street,  north  on  State, 
looping  the  block  bounded  by  Adams,  Wabash,  Monroe 


PLAN  FOR  A  NEW  SYSTEM  123 

aucl  State  JStreots,  returiiiiii;-  \ia  State  and  llanisuii 
Streets. 

Lines  cnlciiiiu"  over  Twell'th  Street    IJridiA'e: 

Knst  on  Twell'tli  to  Fil'tli  Avenue,  north  on  Fifth  A\-enue 
to  l*()lk,  east  to  Wabash,  via  Peek  Place,  nortli  on  \Va- 
basli  Ax'eiiue.  leopinu'  the  hh)('l<  iMiuiKled  hv  .\(lauis, 
Miehi.nan  Avenue,  Monioe  and  W'ahash  Avenue,  return- 
lUiX  via  Waliash  A\-enue.  Ilubhard  Phiee,  Polk  Street, 
Fifth  Avenue  and  Twelfth  Street. 

By  this  routing  one  side  of  each  loo])  touches  Alonroe  Street, 
which  is  near  the  center  of  the  business  district  in  reference  to 
north  and  south.  J>y  locating  tlie  cross  subway  under  ^lonroe 
Street,  one  side  of  each  of  the  subway  loops  will  touch  Monroe 
Street. 

BOUT.KVARD  IN  LA  SALLE  STREET. 

.Utention  is  called  to  the  fact  that  by  tliis  arrangement  of  sur- 
face loops,  all  tracks— excei^ting  those  at  street  intersections— 
would  be  eliminated  from  La  Salle  and  Washington  Sti'eets.  As 
the  south  tunnel  approach  on  La  Salle  Street  would  be  closed, 
it  would  be  possible  to  bridge  the  river  at  La  Salle  Street  and  give 
the  North  Division  a  boulevard  entrance  into  and  through  the 
business  center  by  connection  with  Jackson  P>oulevard  and  east 
on  Washington  Street  to  ^Michigan  Avenue. 

BUSINESS  CENTER  SYSTEM. 

'J'o  best  serve  the  purpose  for  which  it  is  designed,  the  inde- 
pendent business  center  distributing  sysl<'m  should  be  routed  as 
follows : 

Tracks  slnmld  be  arranged  on  Kin/ie  Sticet.  State  Street, 
Twelfth  Street  X'iaduct  and  Fifth  Avenue,  forming  a  large  loo|) 
for  the  operation  of  cais  in  both  diivctions.  A  doul)le  track 
should  be  l;ii<I  oil  ('laik  Sti'eet  connecting  through  the  center 
of  the  loop  the  north  and  south  sides  of  the  loo|i.  A  connec- 
tion should  be  made  with  the  loop  at  Kinzie  and  State  Streets  to 
serve  tile  dock  district  noitli  of  the  ri\cr  and  east  of  State  Sti-eet. 
A  connection  a«-ross  the  loop  ;it  Polk  Street  would  lie  made  by 
the  tracks  of  the  West  i)i\ision  'i'welfth  Sticet  loop,  alicadv 
pio\  ided.  The  State  Sti'cet.  side  of  the  loop  should  be  connected 
with  llie  !llin(»is  ('ential  Pepot  at  i'aik  Pow  and  the  Pake  l-'ront 
via  Twelfth  Street,  Waliash  Avenue  ami  Hubbard  Place.  'I'lie 
tracks  on  tiie  'lAvelfth  Street  \  iaduct  shiadd  be  connected  with 


lL'4  THE  CHICAGO  TRANSPORTATION  PROBLEM 

the  tracks  from  the  Illinois  Central  Depot.  The  Union  Depot 
would  be  connected  with  this  central  loo})  Ijy  the  tracks  of  the 
Adams  Street  AVest  Division  loop  already  provided.  Over  this 
system  of  tracks  could  be  routed  lines  of  cars  connecting  all  the 
depots  and  serving  each  of  the  seven  West  Division  surface  loops 
at  the  three  points  of  intersection  of  each  loop,— viz. :  State 
Street,  Clark  Street  and  Fifth  Avenue.  This  distributing  sys- 
tem should  issue  and  receive  transfers  to  and  from  all  lines  at  all 
points  of  intersection. 

While  the  operation  of  cars  on  this  central  loop  would  give 
fairly  good  service  between  depots,  the  ideal  service  would  be 
obtained  by  a  subway  connecting  all  depots,  operating  independ- 
ently of  tlie  subway  system  heretofore  described,  and  designed 
primarily  to  transfer  passengers  and  their  baggage  between 
stations.  In  the  absence  of  a  Union  Station  in  a  city  the  size 
of  Chicago,  where  depots  are  so  isolated,  provision  should  be 
made  for  the  transfer  of  passengers  without  mixing  them  up  with 
the  congested  travel  of  the  local  population.  To  accomplish  this 
in  Chicago  by  the  subway  system,  in  connection  with  the  plan 
now  under  discussion,  it  would  be  necessary  to  seek  a  lower  level 
at  a  number  of  points  to  avoid  interference  with  the  subways  of 
the  city  transportation  system ;  but  as  the  receiving  and  dis- 
charging points  would  jnobably  only  be  located  at  the  depots,  it 
would  be  simple  to  install  elevator  service  to  reach  the  low  level. 

LOOP  CAPACITIES, 

Fifteen  loops  is  the  maximum  capacity  of  the  present  highway 
entrances  into  the  business  center  availal)le  for  street  car  pur- 
I'oses,  as  has  been  shown.  The  follow^ing  figures  will  demon- 
strate their  use  and  show  the  capacity  in  reserve  for  future  in- 
crease in  population  and  business. 

It  has  been  shown  in  Part  II  that  it  is  necessary  to  move 
to  and  from  the  business  center  in  one  hour  48,136  South  Division 
])assengers,  23,346  North  Division  passengers,  aivd  40,821  AVest 
Division  passengers,  or  a  total  of  112,302  passengers  to  be  accom- 
modated on  the  15  loops  provided. 

The  South  Division  passengers  represent  42.86  per  cent,  the 
North  Division  20.79  per  cent,  and  the  West  Division  36.35  per 
cent  of  the  total  number. 

The  hourly  capacity  of  any  loo])  under  a  given  headway  is  the 
carrying  capacity  of  the  number  of  cars  that  pass  a  given  point 
on  the  loop  in  one  hour. 


PLAN  FOR  A  NEW  SYSTEM  1-2.5 

Assiiiiiiiiii,-  ()<)  i)asseiigers  to  tlio  car,  a 

30  second  headway  wnuld  give  120  cars  capacity  i  loop  per  liour,     7200  passengers 

25         "  '•  "           "     144      "            "  I  '•           "              8640 

20        "  "  "           "     180      ■■  I  "           "             10800           " 

15        "  "  "           "     240      "            '■  I  "           "             14400           " 

10        "  "  "          "     360     '■           "  I  '■          "            21600          " 

riidci'  llic  ,-i|»i»(trti(iiiiii('iit  of  llir  l(i()|)  capacity  provided,  on  tlie 
l'ort'i;()iiii;'  divisional  pciceiitage,  each  dixisioii  would  liaxc  the 
i'ollowiiig'  capacity : 

South  Div.  North  Div.  West  Div.  Total. 

30  second  lioadway 46,396            22,464  39,240  108,000 

25          "            ••         55,555            26,956  47,088  129,599 

20          "            "         69,444            33,696  58,860  162,000 

15          "            "        92,592            44.928  78,480  216,000 

ID     "      '•     138,888      67,392      1 17,720      324.000 

It  is  tliiLs  a])])an'nt  tliat  with  an  o])eration  of  cars  under  a  'M)- 
second  headway  on  the  fit'teen  loops  providecl.  the  ])resent  trafhc 
from  each  division  could  l)e  taken  care  of  and  each  division  have 
a.n  ultimate  capacity  of  ahout  three  times  a-5  much  l)usiness  as  is 
heiiii;-  done  at  the  present  time,  — or  the  terminal  facilities  wliich 
would  be  provided  under  this  plan  would  take  care  of  a  popula- 
lion  of  over  five  million  i)eople. 

TRANSFER    SYSTEM    APPLICABLE    TO    THIS    PI^^N. 

The  use  of  transfers  in  the  business  center  (outside  of  those 
to  and  from  the  independent  distributing  system)  should  be  con- 
ducted in  the  same  manner  as  at  intersecting  points  between  the 
trunk  and  cross-town  systems  in  the  outlying  district-s.  Transfers 
issued  by  the  east  and  west  lines  at  their  terminals  in  the  business 
center  should  l)e  in  coupon  form,  the  coupon  to  be  retained  by  the 
ticket  seller  at  the  subway  station  gate  and  the  transfer  to  be 
taken  u])  by  the  coiuluctor  on  the  cai"  and  registered,  the  same  as  a 
cash  fare. 

The  distributing  system  should  be  used  to  the  fullest  extent 
as  such  a  system,  and  all  lines  of  cars,  whether  ])assing  through 
oi"  terminaling  in  the  business  centei-,  should  issue  and  receive 
transfers  in  connection  with  it.  The  transfers  issued  to  the  dis- 
tiibuting  system  should  be  distinct  from  any  other  in  use,  and 
should  entitle  the  holder  to  a  riile  in  any  direction  on  such  system 
only,  and  the  holdei-  should  not  be  entitled  to  I'uither  tiansfer. 
The  transleis  issuecl  ////  the  distributing  system  should 
be  in  coui>on  foiin.  When  this  coupon  transfer  is 
presente<l     at     a     subway     station     the     ticket     seller     should 


126  THE  CHICAGO  TRANSPORTATION  PROBLEM 

examine  it  and,  if  in  pro])ei'  form,  detacli  coupon,  stamp 
the  transfer,  and  return  to  liolder  for  presentation  to  conductor  on 
car.  The  conductor  on  car  should  register  these  transfers  the 
same  as  cash  fares.  At  the  end  of  a  day  the  total  number  of  such 
transfers  returned  by  conductoi-s  of  subway  cars  should  balance 
the  ticket  sellers'  coupons.  By  this  method  the  ticket  seller  has 
either  casli  or  a  transfer  coupon  to  3how  for  every  person  passing 
through  his  gate,  and  the  conductor  of  each  car  has  a  subway 
ticket  or  a  prop^^rly  stamped  transfer  to  show  for  each  passenger 
boarding  his  car  in  the  subway. 

Tickets,  good  for  tlie  day  only,  should  be  sold  at  the  subway 
station  gate  in  order  that  the  conductor  should  have  either  cash, 
subway  ticket,  subway  transfer  or  transfer  ivom  outlying  lines, 
to  show  for  exevy  passenger  boarding  his  car. 

When  this  coupon  transfer  is  presented  to  the  surface  line 
conductor,  he  should  detach  and  retain  the  coupon,  and  should  the 
passenger  be  entitled  to  and  desire  further  transfer,  the  conductor 
should  ]:)roperly  i3re])are  and  return  to  the  passenger  the  transfer 
ticket,  to  be  held  by  him  for  further  use  on  connecting  line. 

DISCUSSION  OF  A  UNIVEBSAI.  TRANSFER   SYSTEM. 

The  fundamental  principle  which  should  underlie  a  satisfac- 
tory transfer  system  is  that  which  will  enable  any  passenger  to  go 
from  any  given  point  to  within  a  reasonable  distance  of  any  other 
point  within  the  city  limits  for  a  single  fare,  the  passenger  being 
carried  by  the  shortest  route  and  traveling  always  in  the  same 
general  direction.  Following  out  this  general  idea,  I  recommend 
a  universal  exchange  of  transfeis  betw^een  all  of  the  street  rail- 
way lines  operating  within  the  city  limits,  whether  they  run  upon 
the  surface  of  the  streets  or  through  future  subways,  with  the  ex- 
ception of  the  lines  operating  on  the  street  surface  which  con- 
verge and  terminate  within  the  business  district  at  ])oints  where 
they  intersect  within  this  district.  Passengers  desiring  to  pass 
through  the  business  district  should  take  the  through  cars  men- 
tioned in  this  report. 

Such  a  system  can  be  put  into  effect  without  injustice  to  the 
street  railways  or  to  the  public,  provided  a  system  of  subways, 
as  outlined  in  Plan  No.  2  and  Map  No.  5,  and  discussed  in  Part 
VI,  Page  148,  is  adopted,  and  operated  in  connection  with  a  sys- 
tem of  surface  terminals  as  shown  on  either  ]\[aps  No.  2  or  3. 

In  this  case  all  through  passengers  and  passengers  desiring  to 
traverse  the  down- town  district,  either  locally  or  otherwise,  should 


PLAN  FOR  A  Xi:\\    SVS  1  l-LM  127 

lake  tlie  siil)\vay  cars.  Toi-  hy  the  use  of  them  the  iiasseugers  would 
lie  able  to  reach  aii>'  point  witliiu  the  l)nsii!ess  district  without 
walking  iiicoiiveiiient  distances.  This  would  work  no  hardshii) 
upon  the  passengers  who  legitimately  desired  to  avail  themselves 
of  the  transfer  privilege  in  this  section,  as  a  sufficient  i)roportion 
(»f  the  cars  from  all  lines  operating  into  and  througli  the  business 
center  would  be  oi»eiate(l  through  the  subways. 

Undei'  this  airangement  no  transfers  should  be  issued  between 
the  surface  lines  nt  points  within  the  liusiness  district,  except  to 
the  local  distributing  system. 

Should  subway  Plan  No.  1,  shown  on  Map  No,  11,  be  ax:lopted, 
which  does  not  provide  a  universal  distributing  system  below  the 
>urface,  tlie  transferring  of  passengers  in  the  business  district 
would  have  to  be  done  on  the  surface,  and  in  this  case  some  system 
of  protection  against  the  impro])er  use  of  transfers  at  intersecting 
transfer  ])oints  of  the  lines  would  have  to  be  ]n'0vided  in  order  to 
prevent  injustice  to  the  railroad  cotn.]ianies.  As  has  been  pre- 
viously stated,  the  most  feasible  method  known  to  me  to  accom- 
plish this  is  to  station  transfer  men  at  the  intersecting  points,  but 
this  method  does  not  entirely  prevent  the  im]»roper  use  of  trans- 
fers. 

It  is  absolutely  necessary,  for  the  i)rotection  of  any  comi)any 
operating  such  a  liberal  system  of  transfers  as  I  have  suggested, 
that  there  should  be  limitations  as  to  the  time  in  which  the  trans- 
fer may  be  used,  and  the  direction  in  which  the  liolder  is  allowed 
to  ride.  This  would  be  e(|ually  true  weie  the  street  railways 
owncnl  by  a  municipality. 

To  accomplish  this  I  suggest  the  adoption  of  the  following 
system,  which  I  believe  has  the  essential  iVature  of  simitlicity. 
This  system  is  e<piall>  applicable  where  all  the  lines  are  operated 
under  a  single  management  or  control,  or  where  they  are  o])erated 
as  sej)arate  companies,  under  the  reconstructed  conditions  of  sub- 
ways and  loops  which   I   liaxc  outlined. 

There  should  be  transfeis  of  tliice  cohus,  and  only  three  — 
ureen,  red.  and  white;  the  iii'een  ticket  to  ))e  issued  by  conductors 
upon  cars  going  in  a  general  iioilheily  dinclioii  only,  the  red 
ticket  by  conductors  going  in  a  general  siuitiierly  direction  only, 
ami  tile  white  ticket  it\'  condu<'tors  on  all  cross-town  cars.  ])y 
whicli  is  iiieant  all  east  and  we>t  lines.  TJu  ureen  ticket  would 
entitle  the  liohler  to  a  ctnitinuous  ride  upon  any  cross-town  lin«' 
whicii  intersected  the  line  fiom  which  the  holder  originally  ol)- 
tained  the  transfer,  and  as  a  re-transfer  north  onl\  upon  any  line 


128  THE  CHICAGO  TRANSPORTATION  PROBLEM 

which  intersected  the  cross-town  line.  The  green  ticket  would 
entitle  the  holder  to  ride,  north  upon  any  intersecting  line, 
whether  cross-town  or  otherwise.  This  same  principle  would  ob- 
tain with  the  red  ticket  going  south.  The  white  ticket,  issued  by 
a  cross-town  conductor,  upon  the  papnent  of  cash  fare  only, 
would  be  good  either  north  or  south  on  any  intersecting  line;  a 
le-transfer  to  be  issued  to  the  holder  of  the  white  ticket  if  he  so 
desired.  If  the  holder  of  a  wliite  cross-town  ticket  presented  this 
ticket  on  a  north-bound  car  he  would  receive  a  green  ticket,  which 
would  then  limit  his  ride  to  cars  going  in  that  direction,  and  it 
would  not  be  possible  for  him  to  make  a  circuit  and  return  to  or 
near  his  starting  point.  The  green  and  red  tickets  would  not  be 
surrendered  upon  cross-town  lines  if  the  holder  desired  to  re- 
transfer,  but  the  ticket  would  be  held  and  presented  on  tlie  car  to 
which  the  holder  transferred  from  the  cross-town  line.  If  for 
any  reason  the  operating  company  desired  it,  the  red  and  green 
tickets  could  have  attached  to  them  coupons  which  could  be  taken 
ui>  by  the  conductor  of  the  cross-town  line  in  all  cases  where  the 
passenger  desired  a  re-transfer.  The  holding  of  a  transfer  upon 
cross-town  lines  would  be  a  convenience  to  the  passengers  and 
would  greatly  simplify  tlie  work  of  the  conductors,  and  give  them 
more  time  to  perform,  their  other  duties.  It  is  only  through  the 
holding  of  the  transfer  on  the  cross-town  lines  that  a  universal 
transfer  system  is  practicable,  for  if  the  ticket  should  be  surren- 
dered there  would  be  no  way  of  telling  from  what  direction  the 
]>assenger  came  after  leaving  tlie  cross-town  line,  unless  another 
ti'ansfer  should  be  immediately  issued  by  the  conductor,  which 
would  mean  that  he  would  be  compelled  to  carry  three  sets  of 
transfers,— white,  red  and  green,  which  is  highly  impracticable, 
and  nothing  would  be  gained  either  by  the  passenger  or  the  con- 
ductor, or  some  other  elaborate  system,  such  as  the  punching  of 
directions;  all  such  systems  being  prolific  of  confusion  and  mis- 
understandings between  the  passengers  and  the  conductors.  As 
many  re-traiisfers  should  also  be  allowed  passengers  as  they  may 
desire,  so  long  as  the  passenger  continues  in  the  same  general 
direction.  As  an  illustration :  If  a  passenger  boarded  a  car  at 
Indiana  Avenue  and  Forty-Third  Street,  and  desired  to  go  to  a 
point  on  Western  Avenue,  north  of  Madison  Street,  he  would 
obtain  a  green  transfer  from  the  conductor  on  the  Indiana  Ave- 
nue subway  line,  which  he  would  present  to  the  conductor  of  the 
Madison  Street  line  for  inspection,  who  would,  after  ascertaining 
that  the  passenger  wished  to  re-transfer  north,  return  him  the 


PLAN  FOR  A  Xi:\\    SNS  I  i:.M  129 

ticket,  wliicli  ticket  would  entitle  the  i)asseiig'er  to  continue  liis 
ride  north  on  the  Western  .\\'enue  line. 

The  system  \v!iicli  I  liaxc  termed  (he  distrihutiiii;-  system  i'oi' 
the  })urpo&o  (W'  this  tinnsfer  system  should  he  considered  as  a 
c5'0SS-liiie  system.  That  is,  the  conductors  should  issue  white 
transfer  upon  pax  nicnt  ol  cash  laic  only,  and  the  i»'reen  and  red 
transie's  presented  upoii  this  line  should  entitle  the  holder  to  ride 
upon  this  line  oidy,  with  no  ic-transt'ei'  pri\il(\i;('.  Wherever  a 
point  can  he  reached  hy  a  through  eai',  no  transfers  should  be 
given.  Tliat  is,  if  a  pnit  of  the  Madison  Street  cars,  as  I  have 
sug:gested,  should  he  Vduted  t(!  <;()  south  on  Uohey  Street,  no  trans- 
fer ])rivilege  should  he  allowed  from  \vi'st-])onnd  Madison  Street 
cars  at  Robey  and  Madi-^on  Street,  i»ood  to  go  soutii.  It  would 
seem  only  veastuiaMe  that  if  the  through  service  is  given  it  should 
bo  acce])ted  as  a  substitution  of  the  transfer. 

A  similar  system  to  the  one  outlined  is  in  operation  in  New 
York  City,  where  over5()(),()0(l  ti'ausfer  tickets  are  issued  daily, 
and  has  worked  with  remaikable  satisfaction  to  the  traveling 
})ublic  and  Xo  the  street  lailway  company. 

In  this  connection  I  would  reconunend  that  there  be  ]»osted 
consi)icuously  in  all  cais  a  statement  outlining  the  transfer  priv- 
ileges to  which  the  passengers  aic  entitled. 

COST  Ol'  rill-;  M'.w  s^siiim. 

Cost  l"]stimate  NO.  1,  I'age  li.'U,  gixcs  the  cost  to  produce  a 
•oniplete  street  rail\\a\  system  as  described  i;nder  this  plan  (ex- 
ilusive  of  the  cost  of  the  subwa\'  syst"m).  consti'ucted  aft<M'  the 
most  ajiproxcd  practices,  on  which  <-ars  could  he  opeiatcd  in  the 
manner  h(M<'in  outline<l.  The  streets  on  whi.'li  such  tracks  should 
be  constructe<l.  and  the  amount  of  track  of  the  dilTei'cnt  t_\"pes, 
are  shown  in  .\ppciidi.\  .1,  i'age  'JlMi. 

This  schedule  includes  all  streets  within  the  city  limits  eni- 
i'raced  in  the  systems  of  the  Chicago  City  IJailway  ('tmipanx',  the 
Cnion  Tia.ctioii  ('ompan\.  the  (Miicago  ( 'oiisolidatcd  Traction 
('onipa]i\.  and  the  ('hicauo  (Jciicral  iiailwax'  ('oiii|ian\'  that  are 
I'.ecessaiN'  to  the  proper  conduct  of  the  transportation  facilities 
designed  in  the  foregoing  jilan,  and  also  iiichnles  that  portion  of 
the  tia<*ks  recommended  to  be  built  ill  Tail  II.  Tagc  oil  of  this 
rejiort,  that  are  necessary  to  complete  the  system.  The  trackage 
for  terminal  facilities  iji  the  business  center,  as  shown  in  .\p|ien- 
di\  .1.  would  be  on  the  stici'ts  and  ill  subwa>s  as  shown  by  Maps 
in  and   11. 


J  30  'IHE  CHICAGO  TRANSPORTATION  PROBLEM 

The  plant  for  power  production  would  be  of  the  liigli-teiision 
type,  with  sub-stations  for  transformation  of  the  current  to  suita- 
ble voltage  for  the  working  conductois,  the  latest  and  best  ])rac- 
tice  in  vogue  for  such  a  system. 

The  cars  would  be  of  the  closed,  double-truck  type,  with  re- 
versible back  cross  seats,  seating  52  passengers,  equii)ped  with 
power  brakes  and  adequate  motor  ca]jacity,  and  as  this  type  is 
eminently  suitable  for  summer  operation,  only  one  equipment 
would  be  necessary. 

As  the  i>i'oper  location  for  barns  in  which  to  house  and  from 
which  to  operate  the  cars  would  be  at  the  extreme  outlying  ends 
of  the  several  lines,  the  cost  of  real  estate  would  be  materially 
lessened.  As  the  power-house  site  for  an  economical  distribu- 
tion of  current  should  be  centrally  located  and  contiguous  to  an 
ample  supply  of  water  and  fuel,  dock  property,  near  the  business 
center,  with  adequate  steam-road  connections,  should  be  provided. 
The  sub-stations  would  only  require  ordinary  residence  lots, 
located  from  two  to  six  miles  from  the  power  house. 

It  is  believed  that  the  several  amounts  named  for  cost  of  real 
estate,  while  conservative,  are  ample  to  acquire  suitable  property, 
and  the  prices  on  rolling  stock  and  equipment  are  the  ruling- 
prices  at  the  present  time. 

Cost  Estimate  No.  1,  Page  231,  shows  as  a  total  cost  to  produce 
an  ideal  system  of  street  railways,  as  previously  described  in 
this  part,  exclusive  of  the  subway  proper,  ready  for  operation, 
$69,800,000. 

The  track  mileage  embraced  in  this  estimate  is  220  miles  in 
excess  of  the  present  mileage  of  the  Chicago  City  Railway  Com- 
pany and  the  Chicago  Union  Traction  Company  combined,  which 
is  sufficient  to  include  the  present  mileage  in  the  city  limits  of 
the  Chicago  Consolidated  Traction  Company  and  the  Chicago 
General  Railway  Company. 

The  gross  earnings  of  the  present  companies  should  l^e  mate- 
rially increased  in  the  operation  of  this  completed  system. 

Such  a  system,  built  in  the  best  manner  known  to  the  ai't,  and 
on  lines  calculated  for  the  most  economical  results,  in  operation, 
should  show  marked  decrease  in  operating  expenses  from  the  ex- 
penses of  the  present  companies,  but  basing  the  calculations  on  the 
last  annual  reports  of  the  Chicago  City  Railway  Company  and 
the  Chicago  Union  Traction  Company,  and  such  information  as 
I  have  been  able  to  obtain  regarding  the  returns  of  the  Chicago 
Consolidated  Traction  Company  and  Chicago  General  Railway 


PLAN  FOR  A  NEW  SYSTEM  131 

r()iii])aiiy,    tlio   rosnlts   sliowii    in   (lie   followiui;-   taltlc   would   Ijc 
obtained. 

In  the  gross  receipts  iVom  passengers  and  I'roiii  other  sources, 
is  inchided  tlie  i)roi)ortion  of  tlic  lecoipts  of  the  Chicago 
C^onsolidaied  Traction  (V)ni[)any  that  tiio  mileage  of  the 
company  within  the  city  limits  bears  to  the  total  mileage 
owned  ])y  the  company,  wdiicli  is  70  per  cent.  The  information  on 
which  the  total  gross  receipts  is  based,  was  derived  from  testi- 
mony of  the  auditor  deduced  in  the  case  of  the  City  Versus  The 
Union  and  Consolidated  Companies,  relative  to  transfers. 

Estimate  of  operation,  for  one  year,  of  system  al)ove  outlined, 
costing  (exclusive  of  the  sul)\vay  system  proper),  ^{){),- 
800,000,  based  on  the  past  performances  for  one  year 
of  the  Chicago  City  Railway  Company,  the  Chicago 
Union  Traction  Company,  the  Chicago  Consolidated 
Traction  (*om]^any  and  the  Chicago  General  liailway 
Company. 

GROSS  RECEIPTS  FROM  ALL  SOURCES. 

[•"r(  >in   passengers    $14,492,666.20 

From  other  sources    270,472.78 

$14,763,138.98 

Operating  expenses  60  per  cent  of  passenger  receipts  8,695,599.72 

Net  earnings  from  operation $6,067,539.26 

I'a.xes  as  paid  in  the  past 943,283.28 

Net  earnings  per  annum  to  he  applied  to  interest 
on  honds  and  stock,  maintenance  of  property, 
and  to  I)c  set  aside  fur  sinking  fund  to  renew 
the  property,  and  for  all  otiier  purposes  in- 
cunihent  upon  the  property $5,124,235.98 


PART    VI. 


'ri-:('i!Xi('.\].  PK()r,T.E:\is,  valuation's  axd  ksti. 

iMATES. 


nin]it('i'  T.,  Subways.  — riin])t('i-  TT.,  T'^ndcrnroiiiid  Klcctric  Con- 
duit System.  — (Minptcr  III.,  Kicctroi.Nsis.  -Chapter  IV., 
I'liiou  l-']levated  Iw-iilroad  Looj).  Chapter  V.  — Track 
Jvails  aud  Track  Construction. -Chapter  V\.,  Unit  Price 
Kstiinates.  — Chai)ter  \'1I.,  Valuation  Estimates. —Chap- 
ter \'l  1 1..  \'aluation  of  Lines  T'lidcr  h^xpiring  Grants.— 
Ciiaplcr  IX.,  Cost  Estimates. 


CHAPTER  I. 


SUBWAYS. 


The  ]»r<)]»leni  relating  to  transportation  subways  in  the  busi- 
ness ('Ciller  of  tlie  Soutli  Side,  as  sul)mittcd  to  me  liy  Nour  IFon- 
(»ral)le  J^xxiy,  i('(piii'ed  the  j)repai"ation  ol*  "  prcliiiiiiiai  y  plans  for 
a  system  of  Su])ways  wliich,  couplccl  wilh  the  surface  system  of 
teiniinal  facilities,  or  ojX'i'ated  independently  and  witliout  sucli 
surface  system,  will  adecpuitely  accomnu)datc  the  traveling  ])u)j- 
lic,  |iro\idc  r<M-  an  increase  of  tiatlic  in  the  ycais  to  coiik',  icJicn'O 
the  congested  condition  and  create  a  larger  area  available  for 
uses  by  all  lines  of  business;  these  plans  to  show  a  feasible  dis- 
position of  all  existing  undergiound  Inipiovements,  so  dis]>osed 
of  as  to  |ieniiit  of  easy  access  for  ruluie  icpniis.  renewals  and  re- 
iid'oicemenls  without  disturbing  the  street  suil'aee." 

The  licatment  ol"  these  various  divisions  of  the  Subway  mat- 
ter is  sli(»\vn  on  Maps  Xos.  .")  ;ind  1  1  and  I'lales  nnniliered  I  to  !) 
inclusive. 

133 


134  'iHE  CHICAGO  TRANSPORTATION  PROBLEM 

As  previously  stated,  I  have  arrived  at  tlie  conclusion  that  it 
is  impracticahle  to  devise  a  system  of  underground  transpor- 
tation for  the  central  down-town  district,  which  will  for- 
ever fully  supply  adequate  terminal  facilities  for  the  very 
large  traffic  entering  that  district,  and  that  any  satisfactory  sys- 
tem of  terminals  capable  of  meeting  the  future  demands  that  will 
be  required  within  the  limited  area  available,  must  include  a 
combination  of  surface  and  subway  tracks. 

ULTIMATE  OBJECTS. 

In  the  development  of  the  subway  plans  submitted  herewith 
there  have  been  kept  in  mind  the  following  principal  objects: 

First.— The  ultimate  unification  of  all  street  railway  facili- 
ties within  the  city  limits  under  a  single  operating  management. 

Second.— The  proper  location  of  the  subway  lines  and  the 
construction  of  a  track  system  which  will  provide  for  the  opera- 
tion of  cars  under  any  of  the  following  plans: 

(A)  Between  the  various  divisions  of  the  city  through 

the  business  district. 

(B)  Divisional  operation  of  the  cars  only ;  using  the  sub- 

way system  as  a  loop  terminal. 

(C)  Plans  (A)  and  (B)  in  combination. 

Third.— To  build  the  Subway  as  close  to  the  surface  of  the 
street  as  possible ;  reducing  the  distance  from  station  platforms 
to  the  level  of  the  street  to  a  minimum. 

Fourth.  — The  arrangement  of  a  subway  system  to  provide 
for  the  maximum  efficiency  with  a  minimum  length  of  under- 
ground tracks. 

Fifth.  — The  disposition  of  all  underground  utilities  in  such 
a  manner  that  they  will  be  easily  accessible  without  disturbing 
the  surface  of  the  street,  and  without  any  direct  connection  with 
the  transportation  subway. 

The  question  of  keeping  as  much  of  the  Subway  as  possible 
close  to  the  surface  of  the  street  being  considered  of  prime 
importance,  both  in  respect  to  greater  convenience  when  com- 
pleted, and  the  probable  large  saving  in  the  cost  of  construction, 
it  at  once  became  apparent  that  in  meeting  the  requirements  of 
the  committee  in  respect  to  the  disposition  of  existing  under- 
ground improvements  the  subject  must  be  treated  on  the  broad 


SUBWAYS  135 

grounds  that  the  entire  width  of  a  street  between  buihlini>-  lines 
is  set  apart  for  public  uses  and  that  wherever  transportation 
subways  are  to  be  constructed  in  a  street  the  spa<*e  beneatli  the 
sidewalks  must  of  necessity  be  used  for  the  pur})ose  for  wliich  it 
was  originally  set  apart,  i.  e.,  the  disposition  of  public  utilities, 
it  may  ])e  said  with  jnopriety  that  all  pipes  and  conduits  in 
streets,  especially  those  in  the  streets  of  business  districts,  should 
be  placed  in  properly  constructed  galleries,  to  avoid  the  inces- 
sant disturbance  of  the  street  surfaces  which  existing  methods 
necessarily  entail.  Wherever  practicable  these  galleries  should 
occupy  the  space  beneath  the  sidewalk,  and  in  preparing  the 
drawings  for  subw^ays  this  plan  of  disposing  of  the  underground 
improvements  has  been  followed. 

SUBWAY    ]{()UTES. 

Tlic  location  of  Subways  shown  on  j\Iap  No.  11,  hereinafter 
referred  to  as  Subway  Plan  Xo.  1,  is  suggested  as  the  most 
feasible  ])hin  for  accomiilishing  the  foregoing  ol)jects  without 
disturbing  the  existing  low  level  improvements,  which  have  been 
avoided  by  slightly  increasing  the  grades  of  some  of  the  tunnel 
entrances.  The  arrangement  of  the  subways  shown  in  this  plan 
is  believed  to  i)rovide  the  greatest  possible  elasticity  in  respect 
to  ojieration.  It  is  in  full  harmony  with  all  the  suggestions  here- 
in made  for  re-routing  cars.  Adhering  to  the  general  plan  of 
recognizing  the  North  and  South  lines  as  the  ''trunk  lines,"  and 
to  airange  the  track  system  in  the  subway  and  on  the  surface  of 
the  streets  in  a  manner  so  as  to  i)ractically  eliminate  grade  cross- 
ings, it  is  ])roposed  to  take  such  Xoith  and  South  traffic  as  may 
hereafter  be  deemed  advisabh'  int(  and  through  the  business  dis- 
trict in  the  subway,  excejit  that  portion  of  the  tralTic  from  the 
South  Division  of  the  city  which  may  be  routed  over  tracks  in 
the  Southerly  )>oi'tion  of  the  West  Hivision,  via  the  West  Divi- 
sion surfac*'  and  suliway  teiiiiinals  and  such  Xoith  and  South 
ti'afHc  as  nia>'  be  thijnght  best  to  retain  n|i(tn  the  sml'ace  ol"  tlie 
streets.  I'nder  tiiis  phm  the  Xorlii  and  South  subways  wouhl  1  e 
hx-ated  in  \Val)asli  Avenue.  State  Sti'eet.  Dearborn  Street,  CMarlc 
Sticet  and  paitially  in  I. a  Salle  Street,  and  would  extend  lVo:u 
Fourteeiitii  Street  on  the  South  to   Indiana  Sticet  on  the  North. 

In  Walia.^h  Avenue  from  l-'ourteentli  Street  to  Iluhbard  IMa-" 
tlie  suliwa\'  would  be  double  tiacke(l.  I'^idui  Ilubbaiil  I'lace  to 
South  W'atei'  Street  a  simple  trac]<  sul)wa\'  for  North  Ixmnd  IraHic 


136  THE  CHICAGO  TRANSPORTATION  PROBLEM 

would  be  const nicted  under  the  Easterly  roadway  and  sidewalk. 
The  entire  structure  of  the  single  track  subway  in  Wabash  Ave- 
nue would  be  East  of  and  removed  several  feet  from  the  sub- 
structure of  the  Elevated  iiailroad  in  the  same  street  (see  Plates 
7  and  9),  thence  turning  West  in  South  Water  Street  as  a  single 
track  structure  to  State  Street,  where  the  structure  will  again 
become  a  double  track  subway;  thence  continuing  west- 
wardly  in  South  Water  Street  to  Dearborn  Street ;  thence  North 
in  Dearborn  Street,  passing  under  the  river  in  a  new  double 
track  tunnel  and  reaching  the  surface  again  at  or  near  Indiana 
Street.  This  Subway  could  be  carried,  if  it  should  be  deemed 
advisable,  under  the  river  at  or  near  Cass  Street.  The  south- 
bound Wabash  Avenue  traffic  between  South  Water  Street  and 
Hubbard  Court  would  be  taken  through  the  subway  on  the  east- 
erly track  in  State  Street. 

The  subway  in  State  Street  would  be  a  double  track  struc- 
ture froin  Fourteenth  Street  northwardly  to  Polk  Street.  From 
Polk  Street  to  Hubbard  Court  tliis  subway  would  be  a  single 
track  structure,  in  which  the  north-bound  traffic  would  cross 
to  the  westerly  subway  track  in  State  Street.  From  Hubbard 
Court  to  Lake  Street  the  subway  in  State  Street  would  be  a 
double  track  structure.  At  Lake  Street  the  north- bound  State 
Street  track  would  curve  into  Lake  Street  and  run  westwardly 
in  a  single  track  subway  to  Dearborn  Street,  where  the  structure 
would  again  become  double  tracked  and  continue  westwardly  in 
Lake  Street  to  Clark  Street;  thence  north  in  CMark  Street  and 
under  the  river  through  a  new  double  track  tunnel,  coming  to 
the  surface  again  at  or  near  Indiana  Street.  The  south-bound 
State  Street  traffic  between  Lake  Street  and  Polk  Street  would 
be  carried  in  Dearborn  Street  and  via  a  single  track  subway  in 
Polk  Street  to  a  connection  with  the  south-boiind  track  in  State 
Street  south  of  Polk  Street. 

The  sul)way  in  Dearborn  Street  from  Polk  Street  to  Ean- 
dolph  Street  would  be  a  double  track  structure.  The  easterly 
track  would  be  designed  to  carry  south-bound  State  Street  traf- 
fic and  the  westerly  track  north-bound  Clark  Street  traffic.  At 
Randolph  Street  the  westerly  Dearborn  Street  track  would  turn 
West  into  Randolph  Street  in  a  single  track  subway  to  Clark 
Street,  where  the  structure  would  become  double  tracked,  con- 
tinuing westwardly  in  Randol])h  Street  to  LaSalle  Street; 
thence  North  in  LaSalle  Street  and  under  the  river  through  the 


SUBWAYS  1.^7 

i^iik^allc  KSliL'L't  tuiiiiL'l,  llie  tracks  coining  to  the  surface  again  at 
or  near  indiaua  Street. 

The  Clark  Street  subway  would  be  a  double  track  structure 
i'roni  Fourteenth  Street  to  Tolk  Street.  From  l*olk  Street  to 
Jackson  Boulevard  the  South  bound  Clark  Street  track  would  be 
in  a  single  track  subway  which  would  cross  to  the  east  side  of 
Clark  Sticet  at  Harrison  Street.  From  .lackson  Boulevard  to 
Washington  Street  the  Clark  Street  structure  would  be  double 
tracked,  the  westerly  track  forming  the  easterly  track  of  the 
two  loop  subways  connecting  with  the  Washington  Street  and 
the  Ynu  IJurcn  Street  tunnels  for  West  Division  traffic.  The 
easterly  tiack  in  Clark  Street  would  continue  northwardly  in 
Clark  Street  to  Kandolpli  Street,  where  it  would  connect  witli  the 
double-track  structure  in  Kandoli)h  Street,  leading  to  the  l.a 
Salle  Street  tunnel.  The  westei'ly  Clark  Street  track  would 
connect  at  Washington  Street  with  the  single-track  structure 
leading  to  the  ^Vashington  Street  tunnel.  The  north-bound  ti'ack 
in  Clark  Street  would  turn  east  in  Polk  Street  as  a  single-track 
structure  and  connect  with  the  easterly  track  in  Dearborn  Street. 

.\t  AFonroe  Street  double  track  cross  connections  with  suit- 
able cun'es  would  be  made  between  the  ^Vabash  Avenue  track 
and  the  easterly  track  in  State  Street,  between  the  westerly  track 
in  State  Street  and  the  easterly  track  in  Dearborn  Street,  and  be- 
tween the  westerly  track  in  Deaiborn  Street  and  the  easterly  track 
in  Clai'k  Street  for  tlu*  ]tui'i)0se  ol'  suit))lying  the  necessary  loojt 
connections  Ini-  oiieiating  the  cars  of  either  the  Xortli  Division 
or  the  South  Division  into  the  business  district  aiul  return  with- 
out reference  to  through  trallic. 

The  subway  in  Washington  Street  would  be  a  douhle  tracked 
structure  from  Clinton  to  ^larket  Streets  passing  under  the  liver 
through  a  reconstructed  Washington  Street  tunnel.  Tlie  east- 
bound  tiack  would  tui'ii  south  in  Market  Sticet  in  a  single  track 
subway  to  Monroe  Sli(M't;  tlienee  east  in  Monroe  Street  to  ('lark 
Street  to  a  connection  with  the  westerly  tiack  in  ('lark  Street. 
The  west-bound  track  would  be  a  single  track  subway  in  Wash 
ington  Street  IVoni  Market  Street  to  ('laik  Stieel,  where  it  would 
coniU'ct  with  the  westerly  ('lark  Street  tiack,  <'oiiipleting  the  suit- 
way  l(M)p  for  trallic  thi'ough  the  Washington  Street   tunnel. 

'i'lie  subwa\  coiiiieet  iiig  w  itii  the  West  ( 'hicago  St  icet  IJailiftad 
tunnel  near  Van  P)uren  Street  would  Ite  a  double  track  stnietiire 
in    Market    Street    from    a    connection    with    the    ri\er   tiinnej    to 


138  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Jackson  Boulevard.  The  east-bound  track  would  turn  east  in 
Jackson  Boulevard  as  a  single  track  structure  to  a  connection 
with  the  westerly  track  in  Clark  Street.  The  west-bound  track 
would  continue  in  Market  Street  to  Adams  Street  as  a  single 
track  structure;  thence  in  Adams  Street  to  a  connection  with 
the  westerly  track  in  Clark  Street,  completing  the  loop  for  West 
Division  traffic  jDassing  through  the  West  Chicago  street  railroad 
tunnel.  Curved  connections  would  he  provided  between  the  two 
West  Division  subway  loops  and  the  north  and  south  subwaj^s 
in  Clark  street  to  provide  for  through  traffic  via  the  subways 
between  the  West  Division  and  the  North  and  South  Divisions 
of  the  city. 

The  length  of  subways  to  be  constructed  along  the  routes  de- 
scribed, exclusive  of  the  tunnels  under  the  river,  would  be  20,- 
825  lineal  feet  of  double  track  structure  and  20,000  lineal  feet  of 
single  track  structure. 

The  proposed  subway  construction  is  shown  in  the  drawings 
accompanying  this  report.  ,  Fiates  1  and  2  show  typical  cross 
sections  of  a  double  track  subway  in  80  and  66  foot  streets. 
The  cross  section  shown  on  Plate  No.  1  represents  the  subway 
located  above  the  large  tunnel  of  the  Illinois  Telephone  &  Tele- 
graph Company,  and  that  on  Plate  No.  2  represents  the  subway 
above  the  small  tunnel  of  the  same  company.  Plate  No.  3  shows 
a  typical  cross-section  of  a  double  track  subway  at  a  station. 
The  normal  section  of  the  subway  proper  would  be  rectangular, 
with  the  tracks  side  by  side,  and  consists  of  transverse  l)ents  of 
steel  colunms  and  roof  Ijeams,  which  would  carry  side  walls  and 
a  roof  of  concrete  arches  and  rest  on  a  concrete  floor.  The  side 
columns  and  the  roof  beams  would  be  rolled  I-beam  sections 
and  the  central  columns  would  be  built  up  of  angles  and  plates 
riveted  together.  The  entire  four  sides  of  the  section  would  be 
protected  from  seepage  by  a  layer  of  water-proofing  embedded 
in  the  floor,  walls  and  roof. 

As  indicated  on  Plates  Nos.  4  and  5,  it  is  proposed  to  plaee 
the  station  entrance  and  exit  stairways  at  the  outer  edge 
of  the  sidewalk  space,  the  stairways  leading  down  to  a  cor- 
ridor located  just  inside  the  curb  wall  line,  and  opening 
onto  the  station  platform,  which  would  be  13  feet  in  width  and 
about  150  feet  in  length.  Wherever  possible  the  stations 
should  be  located  at  street  intersections  with  the  platforms  ex- 
tending an  equal  distance  each  way  from  the  center  of  the  street 


SUBWAYS  I3.J 

crossini>-  the  line  of  tlie  subway,  and  with  a  staiiway  leading 
down  to  tlie  station  from  tlie  subway  street  on  each  side  of  tiie 
iiilci  scclini;  street,  as  shown  on  IMatc  Xo.  4. 

The  walls  and  ceilings  of  all  i)assageways  leading  to  the 
station  ])latfornis  and  the  walls  and  ceilings  of  the  station  should 
be  iinished  in  white  glazed  terra  cotta  or  other  equally  attractive 
material. 

In  regard  to  the  adoi)tion  of  a  proper  cross-section  for  the 
subways.  JSince  the  itrincipal  function  of  the  sul)-surface  ti'acks 
will  be  to  serve  as  terminals  for  the  traffic  coming  from  the  va- 
rious street  railways  centering  in  the  business  district,  the  im- 
l)ra('ticability  of  considering  the  use  of  a  special  type  of  rolling 
stock  for  the  ])urpose  of  contracting  the  area  of  the  subways  is 
ol)\-ious.  \\'ith  the  develojiment  of  mechanical  propulsion  of 
street  cars  there  has  been  a  steady  increase  in  the  size  and  weight 
of  cars,  and  at  the  present  time  there  are  in  service  on  some  of 
the  lines  in  this  city  cars  wdiich  are  more  than  eleven  feet  in 
lieiglit,  exclusive  of  trolley  stands,  eight  feet  six  inches  in  wndth, 
forty-seven  feet  in  length  and  weighing  fifty  thousand  pounds, 
exclusive  of  the  live  load.  The  cross-section  of  the  subways  has 
been  fixed  to  provide  for  the  operation  of  these  large  cars  and 
the  necessary  clearances  to  insure  safety  to  passengers  and  also 
to  the  force  of  em])loyes  which  would  be  stationed  in  the  sub- 
ways for  the  ])urpose  of  inspection  and  re|iaiis  to  the  tracks. 

The  resulting  interior  dimensions  of  the  subway  would  be  as 
follows:  Clear  height  above  track  rail,  ]-J:  feet  G  inches;  clear 
width  l)etween  side  walls,  25  feet;  clearance  between  the  wall  and 
the  car,  1  foot  8VL'  inches;  clearance  between  the  central  columns 
and  the  car,  1  foot  '^'j  inches;  total  distance  betwe(>n  ])assing 
cais,  4  feet  .'5  inches. 

The  central  space  lietween  the  tiacks  wtmld  alToid  eni|iloyes 
amjile  op))ortunity  to  seek  shelter  IKini  passing  trains.  And 
where  a  lin(!  changed  its  dii'cction  the  curxcs  would  be  so  laid 
that  safe  clearances  ])etween  jjassing  cais  and  helween  the  ears 
and  snl)wa\'  walls  and  cohiinns  would  be  maintained. 

When  detailed  plans  of  a  subway  system  aic  liiially  made 
they  should  piovide  foi-  the  operation  of  the  longest  and  heaviest 
stan(lai<l  siilmrhan  cars  that  the  cuixature  cfUhlitions  will  |>er- 
mit. 


140  THE  CHICAGO  TRANSPORTATION  PROBLEM 

METHOD  OF  CONSTRUCTION. 

Should  the  final  plans  for  subways  in  the  business  district  be 
developed  in  accordance  with  the  suggestions  contained  in  the 
preliminary  plans  submitted  herewith,  especially  in  respect  to 
the  proximity  of  the  subways  to  the  surface  of  the  streets,  it  is 
evident  that  a  large  part  of  the  w^ork  must  be  done  by  attacking 
the  street  from  the  top,  the  excavations  aiid  trenches  being  thor- 
oughly sheathed  and  braced  or  strutted  across  to  prevent  any 
movement  of  the  foundations  of  buildings  abutting  the  street. 
As  shown  on  Profile  Map  No.  12,  the  subways  leading  to  the  North 
and  West  sides  of  the  city  must  pass  under  the  Chicago  Kiver, 
with  the  tracks  at  the  center  of  the  stream  approximately  43  feet 
below  city  datum.  Assuming  that  the  channel  would  be  24  feet 
deep,  the  inclination  of  the  subways  toward  the  river  would  be 
quite  abrupt,  and  the  structure  for  a  short  distance  before  reach- 
ing the  stream  would  be  at  a  depth  below  the  surface  where  it 
may  prove  to  be  more  economical  and  less  dangerous  to  resort  to 
tunneling  without  disturbing  the  surface  of  the  street  than  to 
prosecute  the  entire  work  by  the  open  cut  method.  This  would 
also  be  true  for  the  entire  low  level  system  of  subways  of  Plan 
No.  2.  By  the  use  of  a  proper  system  of  timbering  for  the  sur- 
face excavation,  the  surface  of  the  street  may  be  planked  over, 
and,  to  a  considerable  extent,  be  kept  open  to  traffic  during  the 
construction  period,  but  a  certain  amount  of  interference  with 
the  street  traffic  would  be  a  part  of  the  sacrifice  to  be  made  by 
the  public  to  secure  adequate  transportation  facilities  within  the 
business  district  and  the  permanent  disposition  of  other  under- 
ground public  utilities  in  a  manner  to  provide  for  their  future 
maintenance  or  extension  without  disturbing  the  surface  of  the 
streets  occupied  by  the  subways. 

The  structural  details  of  the  sections  of  the  subways  as  given 
by  the  dravvdngs  have  been  worked  out  sufficiently  to  demonstrate 
the  entire  practicability  of  constructing  the  tunnels  in  accord- 
ance wTth  the  general  plans,  the  ability  of  the  structure  to  suc- 
cessfully resist  the  stresses  which  would  be  produced  by  the 
loads  to  which  it  would  be  subjected,  and  to  furnish  sufficient 
information  from  which  reasonal)ly  correct  estimates  of  the  cost 
of  construction  may  be  made.  ' 

The  location  of  subway  stations,  as  shown  by  Map  Nos,  5  and 
11,  is  merely  a  tentative  treatment  of  the  subject.  Very  consid- 
erable study  will  have  to  be  bestowed  on  the  situation  in  respect 


SUBWAYS  14] 

to  the  details  ol'  oi)erating  conditions  on  the  various  lines  ol'  laii- 
\vays,  the  demtuid  Tor  stations  arising  from  local  conditions  at 
various  points  near  the  line  of  the  subways,  and  some  systematic 
arrangement  of  the  stations  to  ena))le  passengers  to  reach  the 
cars  of  any  subway  line  within  the  shortest  possible  distance 
from  a  given  point.  The  depth  of  the  platform  floors  below  the 
street  grade  will  vary  with  the  variation  in  the  gradients  of  the 
sul)ways,  the  minimum  depth  being  18  feet  (5  inches  below  the 
established  grade  of  the  street. 

VENTILATION    AND    TEMPERATURE. 

The  electrical  propulsion  of  cars  in  the  tunnels  will  simplil'y 
the  (|uestion  of  ventilation.  Very  little  artificial  aid  would  be  re- 
quired to  make  the  conditions  in  this  respect  entirely  satisfac- 
toiy,  and  such  artificial  aid  as  may  be  necessary  should  be  pro- 
vided in  such  a  way  that,  as  the  foul  air  was  exhausted  from  the 
tunnels,  fresh  air  would  be  drawn  into  them  through  the  en- 
trances to  stations.  In  respect  to  the  temperature  which  may  be 
expected  in  the  sul)ways,  the  conditions  observed  in  the  Boston 
suliways  may  with  ]n*o])riety  be  assumed  to  represent  those 
which  would  obtain  in  subways  constructed  near  the  surface  of 
the  streets  in  Chicago. 

'i'he  following  are  the  temperatures  observed  and  recorded  in 
the  Jjoston  subway  during  the  year  1900  and  1!)02,  to  and  includ- 
ing the  month  of  September  of  the  latter  year: 

llino. 

Mdiitli.  Highest.  Lowest. 

January    47  deg.  '>1  deg. 

Febjuary    4S  deg.  .'U)  deg. 

>rarch    '. 4ndeg.  :r2  dog. 

A  pi  il    58  dog.  .">!•  dog. 

May    n9<log.  frj  dog. 

.lunc     7"-!  (leg.  (>.".  (leg. 

.luly    "^"i  (leg.  72  dog. 

Soptemlx'i-    74  (leg.  no  (leg. 

( )ct()b('i"    <),'!  (leg.  7)4  (leg. 

Novomlx'i-    ')4  dog.  42  dog. 

Deoomber    50  ([o^x.  2n  dog. 


142  THE  CHICAGO  TRANSPORTATION  I'ROLILEM 

1902. 

Jaiiiiai  y .  44  dey-.  20  deg. 

Februai  y    42  deg.  21  deg. 

March  44  deg.  34  deg. 

April    (i4  deg.  40  deg. 

May   67  deg.  56  deg. 

June    76  deg.  69  deg. 

July  77  deg.  66  deg. 

August   79  deg.  69  deg. 

September   72  deg.  ()1  deg. 

The  temperatures  above  recorded  indicate  that  it  would  ])e 
entirely  safe  to  dispose  of  water  pipes  and  all  other  underground 
utilities  within  galleries  situated  as  shown  liy  the  plans  submitted 
with  this  report. 

In  respect  to  maintaining  traffic  on  the  various  surface  tracks 
during  the  construction  of  the  subways.  It  is  practicable  to  build 
the  subways  without  serious  interference  with  existing  service. 
It  would  expedite  operations  in  the  construction  of  the  subways 
and  be  less  expensive  if  traffic  were  diverted  from  a  street  to  the 
tracks  in  other  streets  during  construction  operations.  Should 
such  diversion  of  traffic  be  impracticable,  service  could  be  main- 
tained during  the  construction  period  by  underpinning,  or  by 
suspending  the  surface  tracks  over  the  subway  excavation.  The 
diversion  of  traffic  from  one  street  to  another  would  be  feasible 
if  cable  operation  were  abandoned  and  temporary  arrangement 
made  for  electrical  operation  of  cars  in  the  business  district. 

The  general  matter  in  the  foregoing  discussion  applies  to  both 
subway  plans  1  and  2,  although  the  routing  of  the  cars  would  be 
changed  corresponding  to  the  changes  in  the  streets,  but  the  gen- 
eral results  would  be  practically  the  same.  For  discussion  of 
Subway  Plan  No.  2,  see  Page  148. 

DRAINAGE. 

In  connection  with  the  construction  of  the  subways  it  is  pro- 
posed to  work  out  the  drainage  problem  by  the  following  meth- 
ods: 

All  drainage  east  of  and  including  the  east  side  of  Wabash 
Avenue  to  drain  into  the  trunk  line  sewer  in  Michigan  Avenue,  as 
at  present  arranged.  The  existing  main  sewer  in  Michigan  Ave- 
nue summits  at  Van  Buren  Street  and  descends  thence  north- 


SUBWAYS  14.^ 

waiclly  tuwaid  the  river  and  southwardly  to  the  lour-i\jot  iiiter- 
cei)tiiig  sewer  which  crosses  Michigau  Avenue  at  Twelfth  Street; 
the  elevation  of  the  Michigan  Avenue  sewer  invert  at  Van  Buren 
Street  l)eing  3.15  feet  above  city  datum  and  at  its  junction  with 
the  intercepting  sewer  at  Twelfth  street  the  elevation  of  the  in- 
Ncrt  is  .8  of  a  foot  above  the  datum  line.  South  of  Twcll'th  Street 
the  Michigan  Avenue  sewer  again  summits  at  the  center  of  the 
block  between  Sixteenth  Street  and  Eighteenth  Street,  where 
the  elevation  of  the  invert  is  4.2  feet  above  city  datum.  From 
the  latter  summit  the  Michigan  Avenue  sewer  inclines  south- 
wardly toward  the  intercepting  sewer  at  Twenty-first  street  and 
northwardly  toward  the  intercepting  sewer  at  Twelfth  Street. 
From  the  intersection  of  Michigan  Avenue  and  Twelfth  Street 
the  intercepting  sewer  runs  westwardly  in  Tw'elfth  Street  to 
State  Street;  thence  southwardly  in  State  Street  to  Fourteenth 
Street;  thence  westwardly  in  Fonrtoontli  Street  to  the  outfall 
at  the  river. 

To  provide  for  i)ro})erly  connecting  the  Illinois  (V'utral  Kail- 
road  Station  at  Park  Row  with  the  down-town  local  surface  trans- 
portation system  witiioiit  incurring  interruption  to  the  traffic 
ojierated  through  tlie  north  and  south  subways  it  is  desirable  to 
begin  the  descent  into  the  scnitherly  approaches  to  subways  at  or 
near  Fourteenth  Street;  this  would  involve  a  re-location  of  the 
intei-ce])ting  sewer  from  the  intersection  of  ^Michigan  Avenue  and 
Twelfth  Street  to  the  intersectio*n  of  State  Street  and  Fourteenth 
Street.  The  new  location  suggested  is  as  follows,  viz.:  South- 
wardly along  the  west  side  of  ^Michigan  Avenue  from  Twelfth 
Street  to  P^ui-teonth  Street:  thence  westwardly  in  Fourteenth 
Street  lo  a  connccrKin  wilii  the  existing  sewer  in  Fourteenth 
Sheet  al  llic  west  line  of  State  Street.  This  aiiangement  of  the 
intercepting  sewer  would  not  involve  any  nmisual  methods  in 
the  rearrangement  of  the  lateral  sewers  which  dischaige  into  the 
intei'cepting  sewer. 

Within  the  snbway  district  it  is  projiosed  to  i>rovide  a  high 
U'\('l  gravity  system  of  sewers  to  take  care  of  all  lionse  drainage 
at  and  above  tlie  first  floor  level.  This  gravity  system  wonld  bo 
pioportioned  to  take  care  of  storm  wate;-  in  ad<lition  to  the  lions" 
drainage.  A  low  level  sewer  would  be  provided  to  take  th(»  drain- 
age from  the  l)asement  level  of  bnildings  and  such  drainage  as 
may  be  re(|uired  foi-  the  snbway,  ])ipe  and  electrical  conduits, 
etc.,  etc.     The  low  level  drains  w(»ul(l  discharge  into  sumps  or 


144  THE  CHICAGO  TRANSPORTATION  PROBLEM 

receiving  wells  advantageously  placed  to  permit  the  low  level 
sewage  to  be  pumped  up  and  discharged  into  the  river  (see  Plates 
1  and  2).  It  is  proposed  to  construct  the  high  level  subways 
with  their  roofs  as  near  to  the  surface  of  the  ground  as  may  be 
])racticable.  The  minimum  de]^tli  would  occur  at  the  summit 
points  of  the  sewer  system.  The  entrances  to  subway  stations 
would  pass  under  the  high  level  sewer  conduits  and  the  minimum 
headroom  required  for  these  station  entrances  establishes  the  re- 
lation between  the  sewer  invert  and  the  outside  of  the  subway 
roof.  This  relation  between  the  elevation  of  the  high  level  sewer 
and  the  elevation  of  the  subway  roof  would  remain  constant 
throughout  the  entire  length  of  the  subw^ays,  as  the  gradient  of 
the  subway  would  be  parallel  with  the  gradient  of  the  sewer,  ex- 
cept where  local  conditions  may  demand  a  greater  inclination  of 
the  subway  (see  Profile,  Maii  No.  12).  At  the  high  level  a  sep- 
arate sewer  would  be  provided  to  drain  each  side  of  a  street  occu- 
pied by  a  subway.  The  low  level  drainage  would  be  conveyed  in 
a  single  sewer  except  where  the  subway  would  come  above  and 
parallel  with  the  large-sized  tunnel  of  the  Illinois  Telephone  and 
Telegraph  Company  (see  Plate  No.  1).  In  the  latter  case  the  low 
level  sewer  would  also  be  constructed  to  take  the  basement  drain- 
age from  the  buildings  on  each  side  of  the  street  separately. 
As  indicated  on  Ma]>  No.  12  for  north  and  south  through  sub- 
ways, the  sewer  parallel  to  these  subways  would  summit  at  Mon- 
roe Street  and  drain  northwardly  toward  the  river  and  south- 
wardly toward  the  intercepting  sewer  on  Fourteenth  Street.  As 
the  drainage  area  included  in  the  district  between  Monroe  Street 
on  the  north  and  Fourteenth  Street  on  the  south,  Wabash  Avenue 
on  the  east  and  Clark  Street  on  the  west,  is  much  larger  than  that 
which  now  drains  into  the  Fourteenth  Street  intercepting  sewer, 
provision  would  have  to  be  made  for  an  additional  outlet  sewer  in 
Polk  Street.  The  subway,  after  crossing  the  ''trunk"  line  tun- 
nel of  the  Illinois  Telephone  and  Telegraph  Company  in  Harri- 
son Street,  would  be  depressed  sufficiently  to  permit  the  outlet 
sewer  to  cross  above  the  subway  at  Polk  Street,  the  subway  being 
allowed  to  rise  again  to  normal  depth  below  the  established  grade 
of  the  street  at  or  near  Taylor  Street.  The  upper  level  drainage 
north  of  Monroe  Street  and  between  Wabash  Avenue  and  Clark 
Street  would  be  carried  northwardly  to  the  river.  On  account  of 
the  gradients  which  would  be  necessary  to  take  the  subway  under 
the  river  it  woidd  be  entirely  practicable  to  build  the  upper  level 


SUBWAYS  145 

sewers  iioilli  of  Monroe  Street  on  uniform  gradients  and  carry 
tliem  above  the  subway  roof  near  the  river  and  disciiarge  them 
by  gravitation  directly  into  the  river.  Sunilai  conditions  will 
ol)tain  in  respect  to  the  upi)er  level  drainage  within  llic  sul)way 
district  west  of  Clark  Street. 

Keference  has  been  previously  made  to  tlie  })roposed  method 
of  disposing  of  the  low  level  sewage  by  discharging  it  by  gravi- 
tation into  receiving  wells  so  located  as  to  ])ermit  of  pumping 
the  sewage  uj)  and  discliargiiig  it  into  the  river.  The  tunnels 
wliicli  would  pass  uiidei-  the  rixcr  and  I'onii  the  lowest  level  in  the 
subway  system  would  be  the  natural  jjoints  to  which  the  lower 
level  sewage  should  be  conveyed  by  gravitation. 

Between  Harrison  and  Fourteenth  Streets  the  low  level  serv- 
ice drains  within  the  subway  district  would  be  connected  with  the 
low  level  trunk  drain  running  westwardly  under  Taylor  Street 
to  Fifth  Avenue;  thence  northwardly  under  Fifth  Avenue  to 
\'an  Buren  Street;  thence  westwardly  in  Van  Buren  Street  to 
Franklin;  thence  northwardly  in  Franklin  Street  about  165  feet 
to  the  entrance  to  the  ])r()i)erty  of  the  West  Chicago  Street  Eail- 
road  Tunnel  Company.  Thence  into  the  receiving  well  of  the 
jtumjung  station. 

The  low  level  service  sewers  within  the  sul)way  district  be- 
tween Harrison  and  Monroe  Streets  would  be  connected  with  a 
low  level  trunk  line  sewer  in  Van  Buren  Street  running  west- 
wardly to  a  connection  with  the  low  level  trunk  line  sewer  at  the 
intersections  of  Fifth  Avenue  and  Van  Buren  Street.  The  low 
level  service  drains  within  the  subway  district  north  of  ^Tonroc 
Street  would  connect  with  a  trunk  line  low  level  sewer  conve 
niently  located  to  convey  the  sewage  io  a  ])umping  station  situated 
at  one  of  the  tunnels  ]iassing  un.lei-  the  Chicago  river  and  con- 
necting the  Xoith  and  South  Dix'isions  of  th(>  cit>'. 

WATKR   SVSTKM, 

.\s  a  u-eiii'ial  ai  rangejMcnt  of  the  Water  Supply  System  within 
the  s»d)wav  district,  it  is  proposed  to  install  a  belt  of  main  fee<ler 
pi)tes  to  be  connected  with  the  vai'ious  pumping  stations  which 
at  i)resent  sup)ily  the  disti'ict  under  consideration.  From  the 
belt  of  feeder  pipes  lateral  sui)plv  mains  W(Uild  be  i)ro.jected,  and 
wherever  in  the  consti'nclion  of  the  subwax'  the  prc^sent  system  of 
pijies  would  not  ])e  inteit'ciccl  with  these  pipes  would  be  con- 
nect^^d  with  the  new  feeder  system  in  such  manner  as  to  pi'ovide 


THE  CHICAGO  TRANSPORTATION  PROBLEM 

for  complete  circulation  of  the  water.    It  is  proposed  to  lay  the 
belt  feeder  system  with  pipes  36  inches  in  diameter,  connecting 
at  the  junction  of  Washington  and  LaSalle  Streets  with  the 
existing  36-inch  main  feeder  from  the  Chicago  Avenue  Pumping 
Station,  thence  westwardly  along  the  north  side  of  Washington 
street  to  Market  Street,  where  the  roof  of  the  subway  would  be 
a  sufficient  depth  below  the  surface  of  the  street  to  permit  the 
water  main  to  pass  above  it ;  thence  southwardly  in  Market  Street 
to  the  south  side  of  Jackson  Boulevard;    thence  eastwardly  in 
Jackson  Boulevard  to  Fifth  Avenue,  where  connection  will  be 
made  with  the  existing  36-inch  feeder  from  the  Harrison  Street 
Pumping   Station;    thence  continuing    eastwardly    in  Jackson 
Boulevard  to  the  west  side  of  South  Clark  Street;  thence  south- 
wardly in  Clark    Street  to  Harrison    Street,  where    connection 
would  be  made  with  the  36-incli  feeder  which  now  connects  the 
Fourteenth  Street  and  Harrison  Street  Pumping  Stations ;  thence 
continuing  southwardly  in  Clark  Street  to  Polk  Street,  where  the 
roof  of  the  subway  would  be  at  sufficient  depth  to  permit  the 
water  main  to  pass  above  it ;  thence  east  in  Polk  Street  and  Peck 
Place  to  the  west  side  of  Wabash  Avenue;    thence  southwardly 
in  Wabash  Avenue  to  Fourteenth  Street;    thence  east  in  Four- 
teenth Street  to  a  connection  with  the  Fourteenth  Street  Pump- 
ing Station.    By  a  main  feeder  connecting  with  the  main  in  Four- 
teenth Street  and  running  northwardly  in  the  east  side  of  Wa- 
bash Avenue  to  South  Water  Street,  or  by  projecting  the  Miclii- 
gan  Avenue  main  feeder  to  South  Water  Street ;  thence  in  South 
Water  Street  to  a  connection  with  the  36-inch  main  in  LaSalle 
Street  the  belt  feeder  would  be  complete,  with  suitable  connec- 
tions with  the  feeders  from  all  pumping  stations  which  are  now 
supplying  the  circulative  system  within  the  proposed  subway 
district. 

AEEANGEMENT   OF   GAS   PIPES. 

The  general  arrangement  of  the  gas  circulating  system  within 
the  subway  district  would  be  similar  to  that  described  for  the 
water  circulating  system,  i.  e.,  it  is  proposed  to  install  a  belt  line 
of  main  supply  pipes  feeding  into  the  circulating  system  and 
connected  with  it  in  such  manner  as  to  provide  complete  circula- 
tion and  equalization  of  pressure.  Separate  systems  of  equal 
capacity  to  present  systems  would  be  ]n'ovided  for  illuminating 
and  fuel  gas. 


.SUBWAYS  147 

DISPOSITION   OF   ELECTRIC   WIRES   AND   CABLES. 

For  till?  disj)Osition  of  tlio  clot'tric  wires  and  cables  lor  elec- 
tric liglitiiig,  power,  telegraph,  telephone  and  other  public  utili- 
ties of  like  character  occupying  conduits  beneath  the  surface  of 
the  streets,  it  is  i)roposed  to  sui)i)ly  roomy,  dry  and  well-venti- 
lated galleries  running  parallel  Avitli  and  adjacent  to  the  trans- 
l)ortation  subways,  as  shown  on  Plates  1,  '2,  '.\  and  S. 

The  galleries  designed  to  carry  the  feeder  mains  would  have 
their  lloors  located  at  practically  the  same  level  as  the  railway 
tracks  within  the  subway.  These  galleries  would  be  approxi- 
mately 91/,  feet  wide  and  11  feet  high  in  the  clear,  with  an  arched 
roof,  which  would  also  form  the  floor  of  a  gallery  immediately 
beneath  the  surface  of  the  street,  and  desigiied  to  contain  the 
high  level  sewer  and  ]meumatic  tubes.  The  galleries  for  the 
electrical  feeder  mains  would  be  continuous  between  the  subway 
stations  and  would  occupy  the  space  Ijetween  the  wall  of  the  sub- 
way and  the  curb  wall  situated  at  the  outer  edge  of  the  sidewalk 
space.  The  electrical  wires  and  cables  would  pass  by  the  station 
points  in  tile  conduits  situated  beneath  the  station  platforms. 
These  tile  conduits  would  terminate  in  large  manholes  located 
outside  the  subway  walls  at  each  end  of  a  station  platform.  Out 
of  the  manholes  the  feeder  mains  would  be  carried  to  the  racks 
I)rovided  for  them  in  the  galleries  above  mentioned.  The  man- 
lioles  would  be  of  sufficient  size  to  permit  of  making  all  necessary 
ti-ansposition  of  the  wires  and  cables  of  the  various  circuit?*,  and 
to  make  necessary  connections  with  the  service  mains  which  it 
is  proposed  to  locate  within  a  separate  gallery  at  a  higher  level 
;ni<I  convenient  for  the  distribution  system. 

On  account  of  the  ])recautions  which  would  be  taken  to  ex- 
clude moisture,  it  is  not  expected  that  these  wire  galleries  would 
('\-cr  c<»ntaiii  much  water:  however,  it  is  proi)Osed  to  incline  the 
tloois  of  the  galleries  toward  the  manholes  into  which  the  tile 
conduits  would  teiniinate,  and  to  connect  these  manhoh's  with  the 
l(»\v  level  sewers  with  outlets  of  sutlicient  capa«'ity  to  meet  any 
eineigency,  including  possible  leakage  fioin  water  pipes  locatecl 
in  the  water  pijie  gallery  at  a  higher  lexcl  than  the  level  of  the 
wii'e  and  (able  gallei'v.  A(le<|uate  \-entilation  of  tlu-  wire  and 
cable  gallery  would  be  proxided  b\  tlie  introduction  of  venti- 
lating fbies  into  the  curb  walls.  These  xcntilating  Hues  would 
t«'iininate  at  the  sidewalk  level  and  would  be  covered  with  iron 
bar  urrates. 


148  THE  CHICAGO  TRANSPORTATION  PROBLEM 

It  is  proposed  to  carry  the  service  mains  in  each  block  in  a 
gallery  which  would  occupy  the  first  five  feet  of  the  space  inside 
of  the  curb  wall ;  the  floor  of  this  gallery  would  be  at  or  near  the 
level  of  the  basement  floor  of  the  buildings  and  its  roof  would  be 
formed  by  the  concrete  sidewalk. 

In  the  space  between  the  service  main  gallery  and  the  building 
line  of  the  street  would  be  located  the  gallery  for  water  pipes, 
and  the  space  filled  with  san«i,  which  would  be  devoted  to  gas 
mains.  A  concrete  wall  would  separate  these  latter  utilities  f  i^om 
the  upper  wire  gallery.  Through  the  walls  of  the  electrical  serv- 
ice main  gallery  at  intervals  of  about  20  feet  would  be  provided 
service  ducts,  through  which  service  wires  could  be  drawn  into 
the  buildings  on  either  side  of  the  street,  as  the  ducts  through 
the  curb  walls  would  extend  entirely  across  the  street  above  the 
subway  roof. 

Cost  Estimate  No.  2,  Page  233,  is  an  estimate  of  the  cost 
to  produce  the  system  of  subways  herein  outlined,  known  as  Sub- 
way Plan  No.  1,  including  the  cost  of  the  re-arrangement  of  all 
underground  utilities  and  the  reconstruction  of  all  sidewalks  dis- 
turbed and  the  relaying  with  asphalt  of  all  street  pavements  on 
streets  where  the  open  cut  method  of  construction  is  resorted  to. 
In  this  estimate  is  embodied  the  cost  of  lowering  and  reconstruct- 
ing the  three  existing  tunnels  and  the  construction  of  two  new 
tunnels  leading  to  the  North  Division. 

SUBWAY  PLAN   NO.  2. 

The  subway  system  above  described  has  been  carefully  de- 
signed, and  it  is  believed  that  it  will  best  fulfill  the  conditions 
necessary  for  the  successful  operation  of  a  combined  surface 
and  subwa.y  railway  system  which  is  practicable  without  interfer- 
ing with  existing  low  level  improvements. 

Its  chief  advantage,  from  an  operating  standpoint,  is  that  it 
keeps  all  through  traffic,  both  north  and  south,  and  west  to  south, 
and  west  to  north,  off  the  surface  of  the  streets,  and  will  permit 
rapid  running  time  for  such  traffic  to  be  made  through  the  busi- 
ness district  of  the  city. 

Plan  No.  1  as  outlined  does  not  meet  all  the  conditions  for  a 
complete  and  satisfactory  solution  of  the  transportation  problem, 
even  if  used  in  connection  with  any  system  of  surface  terminals 
that  can  be  devised,  for  the  following  reasons : 

First— If  used  in  connection  with  Surface  System  No.  1,  as 


SUBWAYS  149 

shown  on  Map  1(1,  which  is  the  best  looi»  system  I,  have  l)een  able 
to  devise  to  most  etl'ectually  utilize  the  business  liistriet  Tor  termi- 
nals without  using  grade  crossings,  all  north  and  south  ears 
would  be  compelled  to  use  the  subways,  and  almost  all  oi'  the  West 
tSide  cars  would  be  brought  into  the  business  district  on  the  sur- 
face. 

From  the  viewpoint  of  those  who  consider  that  part  oi'  the 
trattic  from  all  parts  of  the  city  should  be  conducted  on  the  sur- 
face of  the  streets  this  plan  would  not  be  a  satisfactory  solution 
of  the  problem,  but  it  is  submitted  as  one  i)lan  complying 
with  the  conditions  of  my  conunission  "to  eliminate  grade  cross- 
ings. 

Second— While  some  of  the  objections  just  cited  would  be 
icmoved  by  using  this  subway  system  in  combination  with  either 
of  the  surface  plans  shown  on  Maps  2  or  3,  the  use  of  such  a  com- 
bined system  would  still  compel  all  passengers  arriving  on  the 
West  Side  subw^ay  cars  to  transfer  to  surface  cars  if  they  desired 
to  ride  farther  east  than  Clark  Street. 

This  objection  could  be,  in  a  degree,  overcome  by  moving  the 
entire  system  of  subways  east  one  block,  thus  locating  the  subway 
shown  under  AVabash  Avenue,  under  ^Lichigan  Avenue,  and  per- 
mitting the  West  Side  subway  h)()ps  to  come  as  far  east  as  Dear- 
horn  Street. 

Third— The  use  of  the  system  in  combination  with  any  sur- 
face system  permits  and  creates  the  best  possible  condition  fo' 
tlie  improper  use  of  transfers  in  the  business  district  by  com- 
pelling ail  passengers  desiring  to  go  west  from  the  north  and 
south  subways  to  transfer  to  surface  cars,  unless  they  chance  to 
b(j  ijassing  through  the  Clark  Street  subway. 

Jn  order  to  overcome  the  above  objections,  and  sul)mit  for 
your  consideration  a  comi>lete  and  ideal  solution  of  tiie  tianspor- 
tation  problem,  and  to  absolutely  solve  tiie  ([Uestion  submitted  to 
me  by  you,  and  stated  on  Tagc  l.'I."!,  Subwa>  IMan  NO.  "J  has  lie<'n 
devised,  which  is  shown  on  Ma])  Xo.  ."). 

All  of  the  advantages  of  through  I'outcs.  in  all  dirrclions.  of 
IMan  No.  1  arc  retained,  its  ol)jectioiis  are  l"ull\  oNcreome,  and 
its  use  makes  it  i)ossible  for  the  city  to  demand  from  the  railway 
coin])anios  a  universal  transfer  system  witiiont  injustice  to  them. 
It,  however,  is  submitted  as  an  ideal  solution  of  the  situation  with 
the  full  understanding  of  the  diHieulties  which  will  bo  oncoun- 
rere(]  in  its  constiuction.  and  in  full  recoirnition  of  the  fact  tliaf 


150  THE  CHICAGO  TRANSPORTATION  PROBLEM 

the  cost  of  a  subway  system  built  under  this  plan  will  be  some- 
wliat  in  excess  of  tnat  required  by  the  previous  plan,  and  that 
more  difficulties  will  be  found  than  would  be  encountered  in  the 
adoption  of  Plan  No.  1. 

This  plan  retains  the  same  north  and  south  trunk  line  system 
of  tunnels  as  shown  in  Plan  No,  1,  except  that  the  line  on  Wa- 
bash Avenue  is  moved  over  to  Michigan  Avenue,  and  run  un- 
derneath the  edge  of  Lake  Front  Park,  thus  enabling  this  line 
to  be  entered  at  the  south  by  the  present  Indiana  Avenue  line, 
provided  a  suitable  extension  of  the  Indiana  Avenue  line  from 
Jilighteenth  Street  north  is  made  to  connect  with  the  subway,  as 
shown  on  Map  No.  5. 

It  will  be  noticed  that  the  subway  under  Michigan  Avenue 
would  pass  under  the  river  at  Cass  Street,  which  arrangement 
could  also  be  adopted  for  Plan  No.  1  if  it  should  ultimately  be 
found  advisable. 

This  arrangement  would  eliminate  the  difficulties  which 
would  be  encountered  by  passing  under  the  bridge  on  Dearborn 
Street. 

If  for  any  reason  it  were  found  desirable  this  line  could  be 
placed  under  AVabash  Avenue  instead  of  Michigan  Avenue,  as 
in  Plan  No.  1. 

In  order  to  get  the  West  Side  lines  through  to  Michigan  Ave- 
nue and  ultimately  farther  east  under  the  Lake  Front  Park  should 
future  extension  of  the  park  make  this  desirable,  or  if  it  should 
be  thought  best  to  connect  the  various  passenger  and  freight 
depots  of  the  steam  railroads,  a  series  of  low  level  loops  could 
be  provided.  These  loops  would  extend  eastward  from  the  river 
at  as  high  a  level  as  practicable  to  keep  underneath  the  north  and 
south  subways,  and  where  they  intersected  the  streets  occupied 
by  north  and  south  subways  double-decked  stations  could  be 
provided,  as  shown  in  Plate  9.  In  this  station,  as  designed,  all 
of  the  business  would  be  done  on  the  first  floor  below  the  street 
surface,  and  the  low^er  section  of  the  station  would  consist  only  of 
platforms  from  which  passengers  would  l^oard  the  trains.  From 
the  lower  level  platform  to  the  platform  of  the  upper  subway 
would  be  provided  stairs  at  one  end,  and,  if  found  advisable, 
elevators  or  escalators  at  the  other  end,  thus  making  the  ascent 
easy  for  those  who  desired  to  use  them. 

By  the  construction  of  the  three  or  more  north  and  south  sub- 
ways and  the  three  or  more  low  level  east  and  west  loops  the 


SUBWAYS  151 

eutire  street  car  tialiic  oi'  the  business  center  of  Chicago  could 
be  kept  below  the  surface  for  some  years  to  come,  except  the 
trafific  which  would  be  handled  Ijy  the  surface  distiibuliiii;-  loop 
cxteudiui'-  between  the  depots,  thus  eliiiiiuatiiig  the  necessity  of 
(•oiistiiictiiii;-  a  large  i)ait  of  the  underground  conduit  electric 
construction  at  the  present  time,  and  if  some  independent  unit 
system  of  oi)eration  should  be  ado[)ted  for  this  surface  distrib- 
uting system,  the  necessity  of  underground  conduit  construction 
in  Chicago  would  be  entirely  eliminated  until  such  time  as  it  l)e- 
came  necessary  to  put  additional  surface  tracks  on  the  streets. 

It  will  thus  be  seen  that  the  business  center  of  the  city  would, 
if  this  ijlan  were  adopted,  be  underlaid  with  a  series  of  subway 
tracks  intersecting  each  other  at  right  angles,  and  at  a.  sufficient 
number  of  jioints  to  enable  passengers  to  travel  from  almost  any 
l)oint  in  the  business  district  to  almost  any  other  point  with  the 
least  inconvenience,  and  at  the  same  time  make  it  impossible  for 
passengers  to  improperly  use  transfers,  for  the  reason  that  in 
oi'dcr  to  get  on  a  car  the  passenger  must  pay  cash  fare  and  pass 
through  a  subway  entrance,  and  when  transferring  from  any 
high  level  subway  car  to  any  other  high  level  subway  car;  or  from 
any  high  level  snbway  car  to  any  low  level  subway  car,  he  cannot 
come  to  the  surface  to  dispose  of  his  transfer,  and  must  of  neces- 
sity take  some  car  and  use  his  transfer  himself,  for  if  he  comes 
to  the  surface  it  is  of  no  value,  for  the  reason  that  no  one  can  enter 
the  subway  on  a  transfer.  It  might  be  argued  that  this  does  not 
prohibit  the  misuse  of  transfers  for  the  reason  that  some  one 
could  meet  the  passenger  in  the  subway  and  receive  and  use  his 
ti'ansfer,  but  this  person  cannot  enter  the  sul)way  without  lia\ing 
paid  a  cash  fare,  conseciuenlly  this  argument  wouUl  not  jircvail. 

In  time,  after  tlie  capacity  of  all  possible  sul)\vay  ti'iiiiiiiahs 
had  l)een  reached,  it  would  Ijecome  necessary  to  construct  surface 
tracks  in  accordance  with  I'hins  2  oi-  'A,  shown  on  Majis  2  and  8, 
or  some  otlicr  ))lan,  which  would  involve  the  delivering 
of  a  laiuc  nuiiilu'i'  of  pasengers  in  the  down-town  dis- 
trict from  the  suii'acc  lines.  These  passengei's  should 
not  1)0  ])ciinittcd  to  ti'ansfci'  from  one  surlacc  line  to  anollier, 
o)-  fidni  a  surface  liur  to  the  suh\va\'  within  the  subway 
district,  for  the  reason  tliat  if  they  desii'e  to  pass  through  from 
one  ])ai"t  of  the  city  to  anolhci-  they  should  be  re(|uired  to  take  a 
suli\\a>'  car,  or  if  they  chanced  Id  he  upon  a  cai'  which  did  not  pass 
through  tlie  suliwav  thev  should  tiansfer  to  suliway  cais  at  points 


152  THE  CHICAGO  TRANSPORTATION  PROBLEM 

outside  the  subway  district,  thus  eliminating  to  the  greatest  de- 
gree the  possibility  of  the  improper  use  of  transfers. 

OBJECTIONS  TO   SUBWAY   PLAN    NUMBER  2. 

It  is  believed  that  the  merits  of  this  system  have  been  fully  set 
forth,  and  the  objections  to  it  should  also  be  recognized  in  the 
consideration  of  the  transportation  problem.  The  chief  objec- 
tions that  can  be  made  to  it  are : 

First — Its  relative  cost  as  compared  with  Plan  No.  1. 

Second— The  passengers  in  the  low  level  subways  would  be 
about  40  feet  below  the  surface  of  the  street,  thus  necessitating 
the  use  of  elevators  between  low  level  and  high  level  subways  at 
station  points,  a  distance  of  about  20  feet. 

Third— The  engineering  difficulties  and  risks  that  would  be 
encountered  in  its  construction. 

Fourth— The  fact  that  it  would  interfere,  and  to  a  large  extent 
destroy,  existing  and  contemplated  low  level  improvements. 

The  importance  of  the  first  objection  can  be  analyzed  by  com- 
paring the  estimated  cost  of  this  plan,  as  shown  in  Cost  Estimate 
No'.  3,  Page  236,  with  the  cost  of  Plan  No.  1,  as  shown  in  Cost 
Estimate  No.  2,  Page  233. 

The  second  objection  can  only  be  answered  by  the  individual 
opinion  of  those  who  might  ride  upon  the  S3'stem.  In  my  judg- 
ment it  is  not  serious. 

The  third  objection,  or  the  engineering  difficulties  and  busi- 
ness risks  to  be  assumed  during  the  construction  of  such  a  low 
level  street  car  subway,  are  difficult,  and  would  require  the  exer- 
cising of  great  skill  and  care  during  construction,  but  can  be  over- 
come and  are  in  my  judgment  comparatively  small  when  com- 
pared with  the  advantages  to  be  gained  liy  the  adoption  of  such  a 
system. 

The  fourth  objection  is,  in  my  judgment,  difficult  to  overcome, 
as  the  changes  that  would  necessarily  have  to  be  made  in  the  exist- 
ing and  contemplated  low  level  improvements  of  the  Illinois  Tele- 
phone and  Telegraph  Company  to  make  room  for  the  low  level 
subway  herein  contemplated  would  probably  involve  heavy  ex- 
penditure of  money,  and  the  relative  importance  of  the 
advantages  to  be  gained  by  the  high  and  low  level 
system  of  street  car  subways  as  compared  with  the 
advantages  to  be  gained  by  the  business  interests  of 
Chicago    from    the    installation    and    operation    of     the    exist- 


SUBWAYS  153 

iii^'  and  coiiteini)lated  low  level  iini)rovemeuts  oi'  the  iliiuois  Tele- 
l)liuiie  and  Telegia[)li  Coni[)auy,  the  ultimate  runction  oi*  which, 
in  addition  to  the  use  for  telephone  and  teleji,iai)h  })ur[)oses,  1 
understand  to  be  the  eaiiying  and  delivering  oi'  freight  and  pack- 
ages from  all  railway  terminals  to  all  business  houses  in  the  city, 
shouhl  lie  well  considered  by  youi'  Coimnittee  and  by  all  those 
whose  duty  it  may  be  to  ultimately  decide  this  question.  If 
some  amicable  arrangement  could  be  made  between  the  inter- 
ests which  may  construct  the  proposed  high  and  low  level  street 
car  subway  system,  provided  it  is  decided  to  construct  it,  and 
the  interests  controlling  the  Illinois  Tele})hone  and  Tele- 
graph C'om[)any,  whereby  the  tunnels  of  the  latter  company  could 
be  utilized  as  the  low  level  subways  foi'  the  street  car  system,  it 
would  be  one  way  of  solving  this  difticulty,  or  if  an  arrangement 
could  be  made  whereby  the  low  level  street  car  suliways  and  the 
tunnels  of  the  Illinois  Telephone  and  Telegraph  Company  could 
be  constructed  jointly,  and  at  the  same  time,  it  would  to  a  large 
extent,  relieve  the  difticulties  to  be  encountered. 

Cost  Estimate  3,  Page  23G,  is  an  estimate  of  the  cost  to  pro- 
duce Subway  Plan  No.  2,  as  above  described,  including  all  costs 
of  every  cliaracter  entering  into  its  construction,  as  described  for 
Subway  Plan  No.  1,  Pages  133  to  148. 

WOIJKING    CONDUCTOR    IN    SUJ5WAYS. 

ill  whatever  subway  system  is  adopted,  due  consideration 
should  be  given  to  making  the  electrical  operation  of  cars  through 
it  as  safe  as  possible,  which  has  been  jiartially  taken  care  of  by 
a  previous  recommendation  to  the  eifect  that  the  cars  which  pass 
through  the  subwavs  sliould  be  built  of  non-combustible  mate- 
rial. 

There  is  one  other  source  of  danger  in  the  use  of  electrically 
operated  cars  in  tunnels,  viz.,  the  liability  of  injury  to  ])assengers 
from  tlie  electric  current  in  case  of  accident,  which  would  pre- 
cijiitate  passengers  ujion  the  woiking  conductoi-,  or  short-circuit 
lh(^  working  conductors  by  means  of  the  metallic  or  other  jtarts 
of  the  wreckage.  To  ))rovide  for  this,  so  far  as  practicable,  the 
working  conductor,  either  oNcihead  or  underneath,  shouhl  i)e  di- 
vided into  sections,  each  section  provideil  with  suitable  circuit 
breakers  which  will  automatically  open  in  ca>e  of  a  short  circuit 
on  any  ]iarticular  section,  and  which  can  be  niaiiually  controlled 
])y  tower  men,  hx-ate*!  at  suitable  points,  oi'  by  the  station  em- 


154  THE  CHICAGO  TRANSPORTATION  PROBLEM 

ployees.  This  method  involves  no  radical  improvement  in  exist- 
ing electrical  apparatus,  for  the  parts  necessary  are  standardized 
today,  but  attention  should  be  given  to  this  subject  at  the  time 
of  the  construction  of  the  subway. 

It  will  be  noticed  that  the  Plates  illustrating  the  subways  show 
an  overhead  working  conductor,  or  trolley  wire,  and  also  con- 
ductors located  underneath  the  cars  between  the  rails  of  each 
track. 

Owing  to  the  fact  that  Chicago  covers  so  great  an  area,  and 
the  improbability  of  its  entire  area  becoming  so  densely  popu- 
lated for  some  years  to  come  as  to  require  underground  conduit 
construction  throughout,  it  seems  best  to  so  construct  the  sub- 
ways that  cars  equipped  with  overhead  trolleys  and  operating  in 
the  sparsely  settled  districts  of  the  outlying  territory  and  not 
equipped  with  the  conduit  plow  or  shoe  (the  part  which  carries 
the  current  from  the  working  conductor  to  the  motors  through 
the  slot  of  an  underground  system)  could  be  allowed  to  run 
through  the  subways  for  the  purpose  of  the  accomplishment  of 
the  proper  routing  of  the  cars.  At  the  same  time  it  will  be  nec- 
essary to  run  through  the  subways  some  cars  which  in  time  will 
operate  over  underground  conduit  tracks  outside  the  subway  dis- 
trict, and  for  this  reason  the  subway  has  been  supplied  with  con- 
ductors between  the  rails  of  each  track ;  these  conductors  to  be  of 
the  same  general  design  as  those  used  in  the  underground  conduit 
construction,  but  placed  above  the  ties,  it  being  a  comparatively 
easy  matter  to  make  a  suitable  arrangement  for  allowing  the 
plow  of  the  car  to  pass  out  of  the  covered  conduit  construction 
to  the  open  surface  working  conductor  as  shown  in  the  subways, 
for  the  reason  that  this  opening  could  be  made  on  the  incline 
where  the  cars  enter  the  subway,  and  thus  not  interfere  with  team 
traffic. 

By  providing  the  subway  with  both  overhead  and  surface 
contact  construction  all  cars  of  the  operating  company  could  be 
made  completely  interchangeable  so  far  as  operating  through  the 
subway  is  concerned,  and  operated  through  the  subway  or  over 
the  surface  of  the  streets,  or  in  tlie  outlying  districts,  at  the  will 
of  the  management. 

SUMMARY  OF  RECOMMENDATIONS 

Summarized,  then,  my  recommendations  on  the  subway  and 
surface  terminal  problem  are  as  follows,  and  are  given  in  the 


SUBWAYS  155 

order  ol'  tlicir   iiictll    from   an   ciiuiiiccriiin'    and    transpoitatidii 
standpoint: 

First.— Subway  plan  Xo.  -  in  connection  with 
(a.)   Surface  Plan  No.  3;    or, 

(b)  Surface  Plau  No.  2  ;  oi-, 

(c)  Surface  Plan  No.  1,  \vi11i  suilnhic  coinicctions  for 

accdiiiiiiodaliiin'  t liioii.ii'li  cars. 
Second.— In  case  it  is  found  for  business  reasons  iinju'actica- 
ble  to  construct  Sub\va\-  IMan  No.  2,  I  reconnnend 
Subway  Plan  No.  1  in  connection  with 

(a)  Surface  Plan  No.  3;  or, 

(b)  Surface  Plan  No.  2;    or, 

(c)  Surface  Plan  No.  1,  with  suitable  connections  for 

accommodating  through  cars. 

Third.— If  for  any  reason  it  is  found  inadvisable  to  at  i)resent 
construct  the  entire  subway  system  as  outlined  in  Subway  Plan 
No.  2,  or  Subway  Plan  No.  1,  one  north  and  south  sul)way,  and 
one  low  level  east  and  west  loo]i  could  be  constructed  at  ])resent, 
which,  if  used  in  connection  with  any  one  of  the  surface  i)lans, 
would  laig('l>-  rclieNc  the  present  congestion,  and  leave  the  future 
subways  to  be  constrncte(l  when  needed,  it  being  understood  that 
whatever  subway  work  is  done  should  l)e  done  in  such  a  manner 
that  it  follows  one  or  the  other  of  the  general  plans  recommended. 

C'onsidering  the  surface  terminal  ])i-()blem  by  itself,  T  recom- 
niejid  the  adojition  of  l*lan  No.  3,  as  described  on  Page  42,  Tart 
1 1,  and  the  immediate  lowering  of  the  tops  of  the  tunnels  to  such 
an  extent  that  maiiiic  traffic  will  no  longer  be  impaired,  and  the 
ni-eseiving  of  ])ortions  ol'  the  tunnels  for  use  in  connection  with 
future  subways. 


PART  VI.-CHAPTEii  JI. 


UNDEKGROUND  ELECTRIC  CONDUIT  SYSTEM. 


Your  Honorable  Coiniiiittee  has  requested  me ' '  to  report  ou  the 
feasibility  and  desirability  of  an  Underground  Conduit  System 
of  railway  in  the  down-town  district  of  Chicago,  and  on  all  trunk 
lines  within  prescribed  limits,  with  proper  arrangements  for 
transferring  from  underground  to  overhead  trolley  and  vice  versa 
without  disarrangement  of  the  required  headway  of  cars  on  either 
tiunk  or  branch  lines."  The  statement  has  already  been  made  in 
Part  II  that  underground  conduit  construction  in  Chicago  is 
feasible,  and  should  ultimately  be  required  on  all  well-paved 
streets  in  densely  populated  districts. 

Thorough  drainage  of  the  conduits  is  of  utmost  importance 
to  the  successful  operation  of  the  underground  conduit  type  of 
electrical  railways.  This  necessary  drainage  can  be  most  readily 
accomplished  in  situations  where  the  sewers  are  constructed  at  a 
sufficient  inclination  to  speedily  carry  away  the  storm  water,  or 
where  the  railway  is  located  along  the  summit  of  a  ridge  with  the 
country  on  both  sides  of  the  railway  line  sloping  away  from  it. 
The  latter  condition  is  well  illustrated  by  the  Broadway  line  in 
the  City  of  New  Y^ork.  The  subject  of  inadequate  drainage  in 
Chicago  has  been  the  one  most  frequently  brought  forward  and 
vigorously  urged  as  the  reason  why  underground  electric  rail- 
ways are  not  feasible  in  Chicago,  and  the  flooding  of  the  cable 
railway  conduits  during  storms  has  been  held  up  as  positive  proof 
that  it  is  impracticable  to  install  and  operate  underground 
conduit  electrical  railways  in  Chicago  without  frequent  interrup- 
tions to  traffic  on  account  of  the  flooding  and  freezing  in  conduits, 
unless  the  entire  drainage  system  of  the  city  were  remodeled  in 
some  way  to  insure  the  speedy  removal  of  all  storm  water.  The 
flooding  of  the  existing  cable  railway  conduits  during  storms 
is  not  entirely  due  to  the  inadequacy  of  the  city  drainage  system ; 
on  the  contrary,  it  is  largely  attributable  to  the  insufficiency  and 

156 


ELECTRICAL  CONDUIT   SYSTEM  I57 

iini)iopei-  construction  of  the  cable  railway  drainage  systcniwliicli 
connects  ^vitll  the  city  system  oi'  diainage.  The  connections  be- 
tween the  cable  railway  drainage  pipes  and  the  city  sewer  system 
are  infre(iuent,  and  those  that  have  been  provided  are  seldom 
clear  and  in  working  order.  Even  w'ith  all  the  openings  to  the 
sewers  in  i?,roper  working  condition  the  capacities  of  the  railway 
drains  are  not  sufficient  to  enable  them  to  carry  away  promptly 
the  volume  of  storm  water  which  enters  the  cable  conduits. 

The  gradient  of  the  cable  conduits  are  parallel  with  the  street 
gradients,  which  for  long  distances  in  some  of  the  Chicago  streets 
are  practically  horizontal,  and  if  the  openings  from  the  cable 
conduit  to  the  sewers  are  not  frequent  enough,  or  are  allowed  to 
become  filled  w^ith  dirt,  the  water  cannot  leave  the  cable  conduit 
and  the  tube  is  soon  filled  and  ovei^ows  through  the  slot  at  the 
surface  of  the  street.  Tt  is  entirely  practicable  to  build  under- 
ground conduits  for  railway  purposes  in  the  streets  of  Chicago, 
especially  within  the  business  district,  and  ])rovido  a  drainage 
system  connecting  with  the  city  sewers  which  will  kee])  the  elec- 
trical conduits  sufficiently  free  of  water  at  all  times  to  ])revent 
any  serious  interference  with  the  operation  of  tlie  railway. 

Under  Chicago  conditions  the  installation  of  underground 
conduit  electrical  railway  would  naturally  be  confined  to  liniited 
districts,  and  to  avoid  the  necessity  of  having  two  distinct  sets 
of  rolling  stock,  it  would  be  necessary  to  devise  a  mechanism 
on  the  cars  and  within  the  track  conduit  which  would  ]>ermit  any 
I'ar  to  operate  on  either  undei'ground  conduit  or  overhead  trolley 
lines.  Such  a  system  of  operation  is  entirely  practicable, 
^[eclianism  can  be  ajjplicd  wliidi  will  ]H'rmit  of  the  change  ])eing 
made,  at  designated  points,  J'rom  underground  conduit  to  over- 
head trolley  contact  and  vice  versa  with  ]>ractically  no  delay  to 
the  car. 

The  drawings  on  IMatcs  Xos.  10  and  11.  submitted  herewith, 
aic  ty)»ical  illiistralions  of  a  system  of  underground  conduit  elec- 
1ric;il  lailway  wliidi.  in  my  judgment,  will  be  ;iii]  ilicablc  I0  ('lii- 
('ag(>  conditions.  An  est i mate  of  the  cost  (o  produce  one  mile  of  sin- 
gle track  electiical  conduit  lailway,  if  buill  substantially  in  ac- 
cordance with  tile  1\  pic.-il  ilesigns  suliiiiitte(l  lierewitli.  is  given  in 
T'nit  I'lice  hlsliiuate  .1,  Tage  1114.  'I'liis  estimate  is  made  to  cover 
the  constru<'tion  of  an  underground  conduit  line  in  streets  not  i»re- 
viously  occupied  by  railwa\-  tracks.  If  tliiv  type  of  construction 
were  ]»laced  in  streets  wliicli  aie  now  occu|tie<|  liv  cable  lailways 


158  THE  CHICAGO  TRANSPORTATION  PROBLEM 

tlie  cost  per  mile  of  track  would  be  reduced  by  the  amount  of 
salvage  which  could  be  derived  from  the  sale  of  old  cable  ma- 
terial taken  out  of  the  street.  This  sum  would  be  variable  and 
would  probably,  under  favorable  conditions,  not  exceed  $3,000 
per  mile  of  single  track. 

TRANSFORMATION   OF   CABLE  LINES  INTO  ELECTRIC  LINES. 

I  am  requested  to  ''report  on  the  cost  of  transforming  the 
present  cable  lines  into  an  underground  electric  system." 

This  question  has  been  mentioned  in  Part  11.  of  this  report, 
wherein  the  statement  is  made  that  the  yokes  which  were  used  in 
the  construction  of  the  Cable  railways  in  Chicago  were  not  de- 
signed to  carry  heavy  rolling  stock  such  as  is  now  in  daily  opera- 
tion on  the  electric  railway  lines  in  this  city,  and  the  Milwaukee 
Avenue  line  is  cited  as  an  instance  which  verifies  the  correctness 
of  the  statement. 

The  conditons  which  obtain  in  respect  to  the  Milwaukee  Ave- 
nue Cable  line  may  be  said  to  apply  to  a  large  proportion  of  the 
cable  railway  tracks  in  Chicago,  and  where  they  do  apply,  it  is 
impracticable  to  convert  the  cable  lines  into  underground  electric 
railway  and  produce  a  satisfactory  and  durable  construction. 
There  are,  however,  some  portions  of  the  cable  system  which 
could  be  converted  for  the  electrical  propulsion  of  cars,  especially 
within  the  district  where  overhead  trolley  construction  would  be 
permissible,  but  it  is  doubtful  if  it  would  prove  economical  to 
attempt  to  convert  any  of  the  existing  cable  track  into  under- 
ground electric  conduit  railway.  The  construction  of  a  dura- 
ble track  to  carry  the  heavy  rolling  stock  of  modern  electrical 
I'ailways  involves  the  use  of  rails  having  sufficient  depth  and  sec- 
tion to  resist  bending  under  the  loads  put  upon  them.  The  depth 
of  the  rail  in  first-class  construction  is  also  regulated  in  some 
degree  by  the  character  of  the  pavement  and  its  foundations.  The 
rail  which  seems  to  be  most  suitalile  to  meet  all  requirements  has 
ci  depth  of  nine  inches.  The  yokes  used  in  the  construction  of 
nearly  all  of  the  cable  tracks  in  Chicago  were  designed  for  shal- 
lower rails.  The  track  rails  supported  by  these  yokes  range  from 
seven  inches  to  four  inches  in  depth.  The  manholes  in  cable  rail- 
way tracks  are  located  about  thirty  feet  apart  at  points  where 
pulley  wheel  supports  occur.  The  insulated  supports  for  the 
contact  bars  in  an  underground  electric  conduit  railway  are 
usually  spaced  not  more  than  fifteen  feet  apart  and  a  manhole  is 
required  at  each  of  these  insulated  supports. 


ELECI'KICAL  CONDUIT   SYSTEM  15'< 

The  drainage  of  electrical  conduits  imist  l)e  i)raetically  per- 
lV'('t;if  it  is  not,  serious  interruptions  to  tratKe  are  ceilain  to  ensue. 
The  drainage  system  of  the  cable  railways  in  Chicago,  as  con- 
structed, is  utterly  inade(|uate  for  the  ))uri)oses  of  electrical  oj)- 
oration,  and  any  atteini)t  to  convert  the  calilc  lines  into  under- 
ground electric  conduit  railway  involves  the  ic<lesigniiig  and 
entire  I'econstructioii  of  llic  caljle  drainage  system. 

From  the  foregoing  statements  it  will  1)0  seen  that  with  the 
remodeling  of  the  yokes  to  receive  decider  lails,  doubling  the 
ninnber  of  manholes,  reconstructing  the  drainage  system,  and 
att('m]»ting  to  fit  new  work  to  old,  the  conversion  of  the  existing 
cable  lines  into  an  underground  electric  system  will  [)robably  in- 
volve an  expenditure  of  money  equal  to  the  amount  required  to 
create  an  entirely  new  system  of  underground  electric  conduit, 
and  the  property  ci'eated  would  not  be  as  dural)le  as  new  con- 
st luction  throughout. 

Under  conditions  as  above  set  forth,  it  seems  that  little  saving 
would  be  made  in  attempting  to  transfonn  the  existing  cable  con- 
duit into  electric  conduit.  ]\ly  estimate  (See  I^nit  Price  Estinuite 
J,  Page  l*.f4)  of  t lie  cost  ol'  constructing  new  underground  electric 
conduit  railway  will  ai)ply  to  the  cost  of  converting  the  existing 
cable  lines  into  underground  electric  systems. 


PAKT  VI.-CHAPTEIJ  UL 


ELECTKOLYSIS. 


The  destructive  effect  of  the  electric  current  on  water  pipes 
and  other  underground  improvements  in  districts  where  the 
overhead  trolley  and  ground  return  system  of  electric  railway  has 
been  installed  has  been  quite  marked  in  places,  but  with  the  im- 
jjroved  methods  of  bonding  in  vogue  at  the  present  time  the  diffi- 
culties have  been  largely  overcome,  so  that  the  general  question 
is  not  so  serious  as  it  was  ten  years  ago. 

In  Chicago  a  careful  test  for  electrolysis  has  been  made  under 
the  direction  of  the  City  Electrician  over  almost  the  entire  city, 
and  while  disturbances  w^ere  found  means  of  prevention  have 
been  formulated  by  the  Electrical  Department  and  embodied  in 
an  ordinance  known  as  the  '' Electrolysis  Ordinance,"  passed 
July  16,  1900,  which,  in  recent  construction  and  reconstruction, 
have  been  put  into  effect  by  the  various  companies  operating  in 
the  city,  resulting  in  the  elimination  of  the  difficulty  in  a  large 
degree. 

The  ordinance  reads  in  part  as  follows:  "Every  person,  firm 
or  corporation  operating,  owning,  or  controlling  any  surface  or 
elevated  railroad  or  any  street  railway  within  the  city  of  Chi- 
cago, upon  which  cars  are  now  or  hereafter  operated  by  elec- 
tricity as  a  motive  power,  with  a  grounded  return  circuit  for  con- 
veying the  electricity,  shall  install  and  maintain  a  metallic  re- 
turn circuit  of  such  cross  section  and  conductivity  for  conveying 
the  electricity  so  used  as  a  motive  power  that  the  maximum  differ- 
ence of  potential  will  not  at  any  time  exceed  one  (1)  volt  be- 
tween any  part  of  such  metallic  return  circuit  and  any  water 
pipes,  gas  pipes,  or  other  metals  not  installed  for  the  purpose  of 
forming  a  part  of  such  metallic  return  circuit,  and  that  there  will 
not  be  a  variation  in  difference  of  potential  exceeding  one-half 
(I/2)  volt  between  any  two  measurements  made  at  the  same  time 
at  points  along  and  upon  said  metallic  return  circuit  within  a  dis- 
tance of  three  hundred  (300)  feet  or  less  from  each  other.   Such 

160 


ELECTROLYSIS  lf,l 

metallic  return  circuit  shall  be  installed  and  maintained  in  ac- 
cordance with  the  provisions  of  the  general  ordinances  of  the  City 
of  Chicago,  noAV  or  hereafter  in  force. ' ' 

The  best  electric  railway  practice  at  the  present  time  involves 
the  bonding  or  joining  together  of  the  ends  of  the  rails  with  a  coj>- 
per  or  other  bond  which  has  an  electric  conductivity  ecjual,  or  ap- 
proximately cHiual,  to  the  conductivity  of  the  rail.  With  this  ac- 
complished the  return  cui-rent  follows  the  rails  of  tiie  track,  ;ind 
has  but  little  tendency  to  leave  its  regular  jiath  and  pass  into  the 
earth  or  to  water  pipes  or  other  underground  improvements, 
provided  the  conductivity  of  the  rail  is  sufhcient.  If  the  con- 
ductivity of  the  rail  is  not  sufficient,  through  lack  of  sectional  ai'ca 
or  conductivity  of  material,  it  should  be  supplemented  by  an  ad- 
ditonal  metallic  return  circuit  securely  bonded  to  both  rails  of  the 
track  at  distances  about  100  feet  apart,  in  districts  where  the 
([uantity  of  current  liable  to  flow  is  large,  which  is  often  tlie  case 
in  the  business  district  where  cars  become  bunched.  In  outlying 
districts  these  connections  need  not  be  so  close. 

In  Chicago,  and  elsewhere,  one  of  the  most  effective  ways  to 
insure  a  perfect  bond  between  the  ends  of  the  rails,  and  at  the 
same  time  secure  a  rigid  and  permanent  joint,  has  been  to  electric- 
ally weld  or  cast-weld  the  ends  of  the  rails  together.  The  greatest 
conductivity  is  secured  when  the  rails  are  welded,  as  the  cross 
section  at  the  joint  is  then  made  e(iual  to  or  considerably  gi-eater 
than  the  cross  section  of  the  rail  itself,  and  as  this  is  the  method 
which  has  been  adopted  almost  exclusively  in  Chicago,  it  will  l)e 
seen  that  where  track  has  been  laid  in  recent  years  the  difficulties 
from  electrolysis  are  overcome  to  as  great  an  extent  as  modern 
practice  demands.  There  are,  however,  iii;iii\  i)ieces  of  track 
which  are  rot  as  well  bonded  as  they  might  l)e,  and  it  is  from  such 
sources  that  damage  fi'om  electrolysis  naturally  ensues. 

As  the  overhead  ti'olley  construction,  and  conse<|uently  the 
grounded  rail  circuit,  is  eliminated  from  the  city  by  the  intro- 
duction of  the  electric  conduit  the  electrolysis,  due  fioin  tlie  street 
i-ailways,  will  disa)t))eai",  foi"  the  ivason  that  the  conduit  construc- 
tion is  Imill  with  ;i  coniiilclc  inct.'illic  cii-cuif  and  withont  any 
ground  c()iin('ction,  thus  removing  entirely  tlu'  conditions  so  far 
as  street  railways  are  concerned,  which  make  electrolysis  jtossihle. 


PART  VL-CHAPTER  IV. 


UNION  ELEVATED  EOOP. 


The  Union  Elevated  Loop,  wliicli  encircles  the  business  dis- 
trict of  Chicago,  is  a  two-tracked  railroad,  two  miles  in  length, 
and  it  serves  as  a  terminal  for  the  traffic  coming  from  practicaily 
seven  diffei  ent  elevated  railroad  lines.  The  Metropolitan  West 
Side  Elevated  brings  in  over  the  four-track  structure  East  of 
iNlarshfield  Avenue  the  traffic  from  its  four  double-track  branches. 
The  traffic  from  the  South  Side  Elevated  road,  as  well  as  that 
from  the  Lake  Street  and  the  Northwestern  Elevated  lines,  is 
oi>erated  over  this  two-tracked  structure  simultaneously  with  the 
traffic  coming  from  the  ]\Ietropolitan  lines.  No  less  than  1,600 
trains  ranging  from  two  to  five  cars  in  length  are  delivered  to 
the  loop  railroad  daily.  The  total  number  of  cars  operated  on 
this  loop  per  day  is  5,000.  The  traffic  of  the  Elevated  railroads, 
like  that  of  the  surface  lines  which  terminate  in  the  business  dis- 
trict, is  principally  handled  during  ninety  minutes  in  the  morning 
and  ninety  minutes  in  the  evening.  The  period  of  maximum  con- 
gestion on  the  loop  tracks  extends  over  approximately  30  min- 
utes during  the  morning  and  30  minutes  during  the  evening  i*ush 
hour.  At  these  times  the  average  headway  between  trains  on  the 
outer  loop  is  19.8  seconds  and  on  the  inner  loop  it  is  19.5  seconds. 
The  ultimate  capacity  uf  flic  loop  tracks  is  fixed  hy  tJie  number  of 
in-bound  and  out-bound  trai)is  uhich  it  is  possible  to  pass  through 
the  junctions  at  Lake  Street  and  Fifth  Avenue,  Wabasli  Avenue 
and  Van  Buren  Street,  and  Van  Buren  Street  and  Fifth  Avenue. 
It  has  been  demonstrated  that  a  train  of  five  cars  can  be  success- 
fully and  successiveh^  passed  through  one  of  the  junctions  from 
a  state  of  rest  to  clearance,  and  the  interlocking  combinations  be 
operated  to  open  another  route  for  the  passage  of  incoming  or 
out-going  trains,  in  45  seconds  of  time.  If  it  were  necessary  to 
operate  the  interlocking  mechanism  for  each  in-bound  and  out- 
bound train,  the  cajjacity  of  these  junctions  would  long  ago  have 

162 


UNION  ELEVATED  LOOP  lf,3 

been  exceeded.     Jt  is  possil)le,  and  in  fact,  is  tlie  usnal  i)ractice 
to  sinniltaiieonsjy  pass  an  in-bound  and  an  out-l)oiin(l  train  Trom 

the  main  line  to  tlu'  loop  and  \'ice  versa. 

CArAC'lTV    M)W    LlMlll.l*    UV    S'l'A'l'loN    IM.ATFomiS. 

As  previously  stated,  the  ultimate  cai)aci1.\  ol"  the  present 
dou])le-tracked  looj)  is  limited  to  the  maximum  iiuml)er  of  trains 
which  it  is  possible  to  pass  in  all  directions  through  the  junction 
points,  and  moreover,  the  cai)acity  of  the  junctions  cannot  be  in- 
creased. Under  existing  conditions,  however,  it  is  flic  stdtion 
pidffoniis  on  the  loop  and  not  fitc  jiiHctioihs  wdiich  limit  the  num- 
l)('i-  ol'  trains  that  can  be  ojicrated  over  its  tracks. 

These  ])latforms  are  much  too  short  to  admit  of  trains  being 
oi)erated  at  intervals  and  speeds  which  will  eipial  the  ca[iacity 
of  the  junctions.  They  should  be  lengthened  sufficiently  to  i)er- 
niit  two  trains,  of  five  or  six  cars  each,  to  simultaneously  occupy 
a  platform.  If  the  junctions  were  operated  to  their  maximum 
cai)acity,  the  longest  time  to  be  consumed  by  a  train  in  nudving 
one  complete  circuit  of  the  loop  should  not  exceed  fifteen  minutes. 
Tnder  the  existing  conditions,  during  the  hours  of  maximum 
traffic,  the  average  time  consumed  by  a  train  in  making  a  com- 
plete circuit  of  the  loop  is  twenty  minutes.  To  any  one  who  will 
take  the  tioublc  to  observe  the  movement  of  trains  on  these  tracks 
any  day  between  the  hours  of  5  :oU  )).  m.  and  7  p.  m.  the  i-eason  for 
tills  loss  or  time  in  making  a  round  trip  of  llic  loop  will  become 
aiii>arent.  lie  will  find  that  the  headway,  or  spacing,  of  the  trains 
on  both  tracks  cannot  be  mateiially  reduced;  in  other  words,  he 
will  find  crowded  on  these  tracks  at  that  time  the  niaximuni  num- 
ber of  trains  consistent  with  safe  operation.  lie  will  also  discover 
that  the  movement  of  every  train  is  very  much  rctaidcd  at  each 
station  because  it  is  ijreveiilcd  IVom  appionfliing  the  i)latform 
until  the  preceding  train  has  taken  on  its  load  (»!'  jtassengcrs  and 
is  under  way  leaving  the  station.  There  aic  eleven  stations  on  the 
loo))  at  which  all  trains  stop.  and.  nndci-  the  conditions  above  de- 
sciilx'd,  it  is  obxions  that  each  liain  must  be  retarded  and  ac- 
celeratetl  twenty-two  times,  instead  i>l'  eleven  times,  as  wouhi  be 
the  case  if  the  tiain  could  ajtproach  the  station  platforms  with- 
out liaxing  to  wait  for  the  train  picceding  it  to  nio\t'  out  ol"  llic 
way.  It  is  the  Ireiiucnt  starting  and  stopping  of  the  trains  which 
regulates  the  time  schedules  in  the  operation  of  the  elevated  lail- 
loads.  The  average  distance  between  the  loop  stations  is  less 
than  l)').")  i'eet  and  it  is  evident  that  under  the  most  raxorable  con- 


164  THE  CHICAGO  TRANSPORTATION  PROBLEM 

ditioDs,  most  of  the  time  consumed  in  making  a  circuit  of  the  loop 
is  taken  up  in  accelerating  and  retarding  the  trains,  and  when 
tliese  operations  are  multiplied  by  two  the  efficiency  of  the  loop 
as  a  terminal  is  very  materially  reduced.  The  actual  loss  in  efii- 
ciency  is  very  closely  represented  by  the  ditference  in  time  re- 
(juired  for  a  train  to  complete  a  round  trip.  As  shown  by  the  fore- 
going statements,  this  ditference  in  time  is  approximately  25  per 
cent. 

In  respect  to  the  ability  of  the  junction  mechanism  to  handle 
additional  traific,  observation  indicates  that  it  has  ample  capacity 
to  care  for  any  increased  efficiency  of  the  loop  which  may  be 
created  by  the  extension  of  station  platforms. 

OTHER  SUGGESTIONS  FOR  INCREASING  LOOP  CAPACITY. 

The  extension  of  these  platfonns  sufficiently  to  provide  for  the 
accommodation  of  two  full  trains  at  the  same  instant,  is  the  only 
method  hy  which  the  capacity  of  the  present  tivo-traek  loop  struc- 
ture can  be  increased.  The  enlargement  of  the  loop  by  extend- 
ing it  South  on  Fifth  Avenue  to  Polk  Street,  thence  East  on  Polk 
Street  to  Wabash  Avenue,  thence  North  on  Wabash  Avenue  to  a 
connection  with  the  present  structure  at  Harrison  Street  has  been 
suggested  as  a  possible  means  of  providing  additional  capacity. 

From  the  transportation  point  of  view,  this  proposition  is  en- 
tirely without  merit.  If  the  loop  were  enlarged  as  suggested,  and 
the  railroad  companies  could  be  induced  to  operate  their  trains 
over  it,  its  sole  effect  upon  the  transportation  situation  would  be 
to  practically  double  the  loop  mileage,  and  the  time  required  to 
make  a  circuit  of  the  loop.  To  maintain  the  same  frequency  of 
ser\ace  as  that  given  at  the  present  time  the  number  of  trains  on 
the  loop  at  all  times  would  be  increased  in  direct  ratio  with  the 
increased  length  of  the  loop. 

The  gross  revenue  to  the  I'ailroad  company  would  not  be  in- 
creased except  by  the  small  amount  of  local  business  which  might 
be  taken  away  from  the  surface  lines  in  the  territory  lying  be- 
tween Polk  and  Lake  Streets  and  east  of  the  river.  The  fixed 
charges  and  operating  expenses  of  all  companies  using  the  loop 
tracks  would  be  materially  increased,  while  the  service  furnished 
to  the  traveling  public  would  not  be  improved  in  any  degree. 

Of  course,  by  extending  the  Loop  to  Polk  Street  a  larger  area 
would  be  directly  ser^^ed  by  elevated  road  transportation,  but  it 
would  be  done  at  the  cost  of  time  and  convenience  to  the  present 
patrons  of  the  elevated  system,  compelling,  as  it  would,  a  large 


UNION  ELEVATED  LOOP  165 

I  do portion  of  tliein  to  si>end  twice  as  much  time  on  the  loo^)  as 
tlicy  do  at  present.  The  time  consumed  in  roundinjj:  the  ))resent 
loop  is  a  serious  ol)Jecti()n  to  all  jtatroiis  of  the  several  lines  \vlio 
are  located  adjacent  to  the  side  of  the  jooj)  first  traversed  by  tlicii' 
line  ui)on  entering?  the  loop,  as  they  are  all  compelled  to  make 
the  entire  circuit  of  the  loop  before  getting  started  towaixl  their 
destination. 

If  tlie  present  structure  in  Van  Buren  Street  were  allowed 
to  remain  and  an  extension  were  made  to  and  in  Polk  Stre<'t,  and 
a  iK)i'tion  of  the  trains  of  each  line  were  o])erated  around  the 
large  looj)  and  a  portion  around  the  small  loops,  thus  created, 
the  ca])acity  of  the  terminal  facilities  nould  )i(>t  he  iiicrcdscfJ,  as 
it  has  been  shown  that  the  capacity  of  the  loo])  cannot  exceed  the 
capacity  of  the  present  junction  points  where  the  trains  enter  and 
leave  the  loop. 

If  it  were  ])Ossible  to  put  four  tracks  on  the  Van  Buren  Street 
structure,  which  cannot  be  done  without  the  abandonment  of  the 
stations,  Van  Buren  Street  being  only  66  feet  in  width,  the  use 
of  the  junction  ])oints  would  not  he  decreased;  therefore  the  four 
tracks  would  not  help  matters.  Tt  it  therefore  evident  this  i)lan 
of  extending  the  looj)  and  operating  trains  does  not  increase  the 
ca])acity  of  the  loop. 

From  both  the  construction  and  operating  ]ioints  of  view,  it 
is  entirely  practicable  to  double  the  cai^acity  of  the  Elevated  L(K)]i 
tenninals,  by  providing  a  separate  loop  for  each  of  the  four  oper- 
ating com]ianies,  and  to  wholly  eliminate  the  crossings  and  junc- 
lioiis  which  ai'e  at  iirescnt  the  limiting  factors  in  deteniiining  the 
efficiejicy  of  the  loop  as  a  tei-iiiiiial.  A  re-arrangement  of  ilie  loop 
tracks  which  will  fui'iiish  a  complete  solution  of  the  jiroblcin.  as 
aboN'e  stated,  is  shown  b\'  Map  Xo.  l.'l. 

\\y  the  construction  ol'  a  two-track  stiiK'ture  in  ('lark  sti-eet 
I'l'om  \'an  Buren  Street  to  Lake  Stieet,  and  a  two-track  structure 
in  Monroe  Street  from  Wabash  Avenue  to  Fifth  Avenue,  the  jires- 
ent  large  double-track  loo|>  wonid  be  divided  into  four  smaller 
single-track  looi)S  to  be  ojierated  as  follows: 

'Hie  trains  of  the  ^fetropolitan  West  Side  I<]levate(l  IJoad 
wonId  run  Fast  in  \'an  i>uren  Street  to  ('l.-nk  Sticcl.  North  in 
Claik  Sti-cet  to  ^^onroe  Street,  West  in  Mom-oe  Street  to  Fifth 
Avenue,  South  in  I'^if'th  Avenue  to  Y'.iu  Buren.  thenc<^  West.ward- 
ly  on  the  main  line. 

The  trains  of  the  South  Side  Flexated  IJoad  would  run  North 


166  THE  CHICAGO  TRANSPORTATION  PROBLEM 

in  Wabash  Avenue  to  Monroe  Street,  West  in  Monroe  Street  to 
Clark  Street,  South  in  Clark  Street  to  Van  Buren  Street,  East 
in  Van  Buren  Street  to-  Wabash  Avenue,  thence  Southwardly  on 
the  main  line. 

The  Northwestern  Elevated  Railroad  trains  would  enter  the 
loop  at  Fifth  Avenue  and  Lake  Street,  running  East  in  Lake 
Street  to  Wabash  Avenue,  South  in  Wabash  Avenue  to  Monroe 
Street,  W^est  in  Monroe  Street  to  Clark  Street,  North  in  Clark 
Street  to  Lake  Street,  West  in  Lake  Street  to  Fifth  Avenue, 
thence  Northwardly  on  the  main  line. 

The  Lake  Street  Elevated  Eailroad  trains  would  enter  the 
loop  at  Fifth  Avenue  and  Lake  Street,  running  East  in  Lake 
Street  to  Clark  Street,  South  in  Clark  Street  to  Monroe  Street, 
West  in  Monroe  Street  to  Fifth  Avenue,  North  in  Fifth  Avenue 
to  Lake  Street,  thence  Westwardly  on  the  main  line. 

On  account  of  the  Lake  Street  and  the  Northwestern  Elevated 
lines  both  entering  and  leaving  the  loop  at  the  same  street  inter- 
section, it  would  be  necessary  to  construct  a  third  track  on  the 
elevated  structure  in  Lake  Street  from  C^larlv  Street  to  Fifth  Ave- 
nue, if  all  grade  crossings  and  junctions  were  to  be  eliminated. 
The  construction  of  this  third  track  would  be  entirely  practicable 
without  placing  additonal  burden  on  the  street ;  in  fact,  if  these 
crossings  and  junctions  could  be  abandoned  the  most  objection- 
able feature  of  the  loop,  from  the  standpoint  of  the  public,  would 
be  removed.  Facilities  for  transferring  from  one  elevated  rail- 
road line  to  another  would  be  maintained  by  the  creation  of  a  sta- 
tion, at  the  intersection  of  Monroe  and  Clark  Streets,  which  would 
be  common  to  the  four  loops,  each  road  having  its  separate  plat- 
form, but  all  the  i)latforms  being  connected  by  means  of  a  sub- 
I'latform  suspended  beneath  the  tracks  in  the  same  manner  as  the 
sub-platforms  to  the  luesent  loop  stations  are  suspended. 

In  addition  to  the  transfer  feature,  by  pro]")erly  connecting  the 
various  loop  tracks  with  each  other,  provision  could  be  made 
for  through  elevated  traffic  between  the  various  divisions  of  the 
city.  By  this  arrangement  of  loop  tracks  in  the  business  district 
the  elasticity  of  the  elevated  railroad  system  would  not  be  cur- 
tailed in  any  way,  except  that  all  of  the  trains  of  all  the  railways 
would  not  be  a1)le  to  make  a  complete  circuit  of  the  large  loop. 
Over  and  against  this  abridgement  of  the  circuit  covered  by  all 
of  the  trains  as  now  o})erated,  is  the  ability  to  ])ring  into  a  cen- 
tral point  in  the  business  district  as  many  trains  as  it  is  possible 


UNION   ELEVAl  ED  LOOP  lf,7 

to  operate  on  the  main  lines  of  all  the  various  railways,  tliert'l)y 
creating  tonninal  facilities  which  would  adetiuately  serve  the 
l)ul)lic  and  take  care  of  tlie  normal  increase  in  elevated  railroad 
traffic  for  itiaiix   years  to  come. 

The  same  I'csiilts  in  increasing-  capacity  coidd  he  oht^iined  hy 
the  creation  of  fonr  se})arate  and  distinct  loops,  using-  the  present 
Van  l*)urcii  Street  structure  for  the  middle  crossing?  of  the  loop 
and  extendini;-  the  structure  South  on  Fifth  Avenue  and  Kast  in 
Polk  Street  to  Wahash  Avenue,  thence  North  in  Wabash  Avenue 
to  the  ])resent  structure  in  Wahash  Avenue  at  Harrison  Street, 
and  huildiuii,-  a  double-track  structure  through  (Mai'k  Street  from 
Lake  Street  to  I'olk  Street,  as  shown  on  Maj)  Xo.  14. 

i)y  this  arranncmeiit  the  converi»ini>-  point  of  the  four  loops 
would  be  Van  J'uren  and  (Mark  Streets  instead  of  ^lonroe  and 
Clark  Streets.  The  trains  of  the  Lake  Street  and  Xorthwestei-n 
lines  would,  under  this  arrano-ement,  be  brou«-ht  as  fai-  south  a^^ 
Van  i)Ui-en  Street,  but  the  South  Side  EIe\  a<ed  line  and  the  lines 
of  the  .Metropolitan  I^lcNated  would  not  be  brought  Xorth  of  Van 
Bnren  Street. 

I'ldess  some  such  plan  of  separate  loops  is  adopted,  the  only 
remaining  method  by  which  additional  terminal  facilities  can 
be  provided  for  the  elevated  railroads  after  the  full  capacity  ot" 
the  ju'esent  junctions  has  been  reached  through  extension  of  plat- 
forms, is  by  establishing  auxiliary  stub  terminals  outside  of  the 
loop  and  adjacent  to  the  business  district. 

Should  the  time  ever  come  when  all  the  elexated  raili'oads 
were  consolidated  nndei-  one  control  and  passengers  were  trans- 
poi'tcd  within  the  disti'ict  serxcd  b\'  all  (A'  the  conijianies.  t'oi-  one 
fare,  llie  pidblriii  (if  iiici'easiiig  the  hid))  <'apacit\  wmild  cease  1(» 
be  a  probleni.  as  the  tracks  now  rorniiiig  the  loop,  by  slightly 
changing  the  pi-eseiit  junction  points,  would  become  simply  sec 
tions  in  through  lines,  that  would  be  opeiated  between  the  Xortli, 
South  and  West  l)i\isions.  'i'he  loop  could  then  be  operated  in 
conjunction  with  these  through  lines,  as  at  present,  to  furnish 
terminal  Facilities  foi-  any  auxiliaiy  s(  i-vice  thai  might  be  re- 
(piired  during  ihc  ukm  ning  and  e\ciiing  rush  liouis. 

sr  M.NLMJN     AMI    I;  iJf  i  M  M  I.  N  I  "ATlo  .\  S. 

Sunnnari/.cd.   then,   the   possible     impruxcnients   to  acc(»nnno- 
date  increased  tialVic  on  the  Inion   I.ikiji  arc  as  follows: 
First— The  extension  of  the  present  platforms. 


168        THE  CHICAGO  TRANSPORTATION  PROBLEM 

Second— The  provision  of  stub  end  terminals  for  each  inde- 
jDendent  company. 

Third— That  if  further  loop  capacity  is  demanded  after  the 
above  recommendations  have  been  jmt  into  execution,  it  could  be 
secured  by  the  extension  of  the  Union  Loop  South  on  Fifth  Ave- 
nue to  Polk  Street,  thence  East  on  Polk  Street  to  Wabash  Ave- 
nue, and  North  on  Wabash  iVvenue  to  a  connection  with  the  pres- 
ent structure  at  Harrison  Street,  and  dividing  it  into  four  parts 
by  means  of  a  North  and  South  line  on  Clark  Street  as  described. 

Fourth— The  ultimate  utilization  of  the  entire  Union  Loop, 
either  as  it  is  now  constructed,  or  as  it  may  hereafter  be  extended, 
as  a  part  of  a  through  line  system  for  the  combined  operation  of 
through  cais  over  all  the  elevated  structures  between  all  divisions 
of  the  city. 

I  recommend  the  first  and  second  methods  as  practicable  and 
desirable  under  the  present  diversity  of  ownership  of  the  roads, 
and  should  conditions,  either  through  the  joint  ownershi]i  of  the 
roads  or  joint  traffic  agreements,  ever  make  it  possible  to  realize 
the  fourth  method,  I  recofnmend  it,  as  it  is  the  one  that  will  tend 
most  to  relieve  the  congestion  of  the  Loop  and  extend  the  greatest 
benefits  to  the  patrons  of  the  various  roads. 


PAirr  \'i.    ("iiAPTKK  V. 


TRACK  KAII.S  AXD  TRACK  CONSTRUCTION. 


I  have  been  re{juested  to  submit  a  design  Tor  a  track  rail  which 
will  1)0  pra.cticable  for  the  operation  of  cars  under  Chicago  con- 
ditions, and  which  will  best  protect  the  street  i)avenients;  also 
to  report  on  the  desirability  and  cost  of  laying  cement  road-beds. 

The  design  of  track  rail  is  of  vital  importance  to  a  Street  Kail- 
way  Comiiany,  and  with  the  demand  for  better  paved  streets 
which  has  arisen  in  Cliicago  in  later  years  the  design  is  of  e^iual 
importance  to  the  taxpayer  and  the  municii)ality.  Not  alone  are 
the  interests  of  the  railway  companies,  the  taxpayers  and  the 
municipality  to  be  considered,  l)ut  eveiy  individual  patronizing 
street  cars,  as  well  as  every  vehicle  ow^ler  using  the  streets  in 
connnon  with  the  cars,  is  interested  and  affected  by  the  decision 
that  may  bo  reached.  A.s  the  (luestiou  is  of  such  importance  to 
everj^body,  very  careful  consideration  should  be  given  the  matter, 
from  all  stand) )oints,  in  order  that  no  injustice  may  be  done  to 
any  interests  and  that  the  most  satisfactory  standaixls  may  be 
adoi)ted  to  best  i)rotect  the  interests  of  all  parties  concenied.  As 
is  the  case  in  other  matters  involved  in  this  trans] )ortation  (|ues- 
tion,  what  is  ])racti('able  and  has  Ikhmi  done  in  other  ciiies  has 
little  bearing  on  wliat  is  i)ractical)le  and  can  he  done  in  (Miicago, 
—  l>eeause  conditions  vary  to  such  a  degree  that  entirely  new  sit- 
uations exist  which  cannot  be  treated  under  any  standard  fonn- 
ula.  Tt  must  be  recognized  that  Chicago  has  had  an  enoi'mous 
.•iiid  nnprcccdcnlcd  giowtli  in  a  \rvy  short  time  (largely  lliidui^li 
the  annexation  of  adjacent  territory).  This  growth  has  necessi- 
tated the  extension  of  sti-eet  cai-  lines  into  territoiy  where  ])ro|i- 
erty  values  wall  not  wai  lant  heavy  assessments  for  an  exjK'nsive 
street  i)aving  ami  the  revenue  to  the  jnunicipality.  dci-ived  from 
the  tax  levy  on  this  cheap  jiroperty,  is  inade<|uate  to  pro|)erly 
maintain  the  i>avement  that  docs  exist.  The  same  design  of  lail 
that  it  would  be  ]iracticable  to  use  in  a  well-maintained  street 

169 


170        THE  CHICAGO  TRANSPORTATION  PROBLEM 

paved  with  asphalt  or  dressed  granite,  would  not  be  practicable 
in  outlying  streets  cheaply  paved  and  ])oorly  maintained.  Tke 
same  is  true  as  to  a  large  number  of  streets  in  the  older  portions 
of  the  city,  on  which  the  paving  has  been  allowed  to  deteriorate 
through  lack  of  funds  in  the  hands  of  the  city  to  properly  main- 
tain it  and  through  the  disinclination  on  the  i)art  of  abutting 
property  owners  to  bear  the  expense  of  re])aving  when  their  prop- 
erty was  daily  depreciating  through  the  outgo  of  population  to 
the  newly  annexed  territory. 

USE  OF  TRAM  RAILS  BY  VEHICLES. 

The  statement  that  such  a  rail  as  would  be  practicable  to  use 
in  well  paved  and  well  maintained  streets  would  not  be  practica- 
ble tQ  use  on  these  poorly  paved  streets,  is  not  made  from  the 
Street  Railway  Company's  standpoint,  but  from  the  standpoint 
of  the  citizen  wiio  uses  these  streets  with  vehicles.  In  the  absence 
of  well  paved  and  well  maintained  streets  it  would  be  a  great 
hardship  on  the  whole  vehicular  traffic  of  the  city  to  demand  the 
installation  of  a  rail  which  would  deprive  vehicles  of  the  road- 
way at  present  furnished  by  the  girder  tram  rail  now  in  use. 
The  free  movement  of  wheeled  vehicles  throughout  a  large  pro- 
portion of  the  city  would  he  materially  retarded  by  the  universal 
adoption  of  the  girder  grooved  rail,  and  sucli  change  should  be 
made  only  as  new  and  permanent  pavement  is  laid.  The  design 
of  rail  affects  the  individual  who  jiatronizes  the  street  cars  oper- 
ating on  poorly  jjaved  streets,  through  the  inability  of  the  car  to 
operate  on  a  grooved  rail  that  is  clogged  with  mud  and  debris 
froin  the  adjacent  roadways,  with  the  same  speed  and  smoothness 
as  is  possible  on  the  present  girder  tram  type  of  rail. 

In  the  outlying  districts,— where  the  time  between  cars  is  in- 
frequent,—during  the  inclement  weather  of  our  winters,  the 
grooved  rail  would  frequently  become  clogged  w^itli  ice  that  would 
l)rohibit  the  operation  of  cars  until  it  was  removed.  This  w^ould 
not  occur  on  streets  where  cars  run  at  close  enough  intervals  to 
clear  the  groove  by  the  })assage  of  the  wheel  flange.  The  girder 
grooved  ty])e  of  rail  should  not  be  installed  on  streets  w^iere  con- 
tiguous population  is  insufficient  to  w^arrant  a  frequency  of  cars 
capable  of  clearing  the  groove. 

From  the  standi)oint  of  a  Street  llaihvay  Company  the  de- 
sign of  rail  is  generally  a  compromise  between  the  demands  of  the 
several  de])artment  heads,  the  demands  of  team  traffic,  and  the 
ordinances  of  the  city. 


RAILS  AND  TRACKS  171 

I'lic  sniK'i-iiitciKlcnt  of  iiiotiNc  powi'i'.  cliai.^iMl  with  tlic  jtro- 
(luctioii  of  siitiHcicnt  power  to  propel  the  ears  uiuler  any  and  all 
conditions  at  the  least  possible  cost,  demands  that  a  rail  be  pro- 
vided that  will  offei-  the  least  resistanee  to  the  nioveineiit  of  the 
ear  and  also  one  that  will  l)e  kept  {d)solutely  clean  under  all  con- 
ditions, so  that  a  continuous  contact  with  the  wheel  of  the  car  can 
be  assured,  lioth  of  which  conditions  materially  affect  Ids  monthly 
statement.  He  is  convinceil  that  the  onl>  lail  that  sliouhl  l)e  used 
is  the  ordinary  steam  railroad  "T"  rail,  laid  well  above  the  sur- 
face of  the  i)avement  witli  ample  room  left  for  the  wheel  flange. 

The  superintendent  of  transportation  is  satisfied  with  this  rail 
until  the  i)avement  ]iarallel  with  and  innnediately  adjoining  the 
rail  becomes  so  badly  rutted  that  his  cars  are  constantly  delayed 
1)\'  the  slow  lu'ogress  of  teams;  then  he  demands  that  a  jtlace  be 
created  on  the  rail  for  the  acconmiodation  of  wheeled  vehicles, — 
that  iriU  insist  on  following  the  tracks,  — to  the  end  that  their 
movement  may  be  accelerated  and  thus  cease  to  delay  his  cars. 

The  Sui)erintendent  of  ]\ljiintenanee  of  A\'ay,  charged  with  the 
maintaining  of  the  ])avement  end)raced  within  the  outside  rails 
of  the  tracks,  demands  that  the  rails  be  of  the  girder  type,  not  less 
than  7  inches  in  height,  so  that  sufficient  foundation  can  be  laid 
between  the  ])aving  and  the  top  of  the  tie,  and  he  is  e(iually  in- 
sisti'iit  that  a  ])lace  l)e  ])i-ovided  on  the  rail  for  wagon  wheels,  so 
that  tlie>-  will  iKit  wear  out  the  pavement. 

The  owners  of  vehicles  are  ])leased  at  the  provision  made  for 
their  accommodation  and  vigoiously  oppose  any  change  that 
threatens  to  dejirix'e  tlieiii  of  their  piixlegcs.  until  some  other 
paxcmciit  cfpiaily  as  good  is  ])rovi(led. 

The  (ieneral  Manaiicr,  in  his  endeavor  to  meet  the  requiic- 
iiients  of  all.  adopted  the  present  girdei"  tram  lail.  whirh.  up  to 
very  recently  was  considered  i<leal,  and  which  has  Ihvu  siK'cified 
in  a  numlier  of  oi-dinauces  gi'ante<l  to  the  ( "liicago  companies. 

i;i;aso.\   ioi;   i  n  k  oi'.manh  i'oh  (ii;oo\i:i)  hails. 

There  has  gi-owii  up  annuig  the  diix'ers  of  teams  a  habit  of 
running  the  wheels  (»n  one  side  of  their  wagons  in  the  outside  car 
tiack.  while  the  othei-  wheels  lun  on  the  jiaving.  As  the  gauge  (d' 
the  majority  of  v<'hicles  is  the  same,  and  as  this  habit  is  very 
nearlv  unixeisal.  a  depics^ioii  is  s(»on  woiii  in  the  surface  of  the 
paving,  desti'(»ying  its  appearance  and  life. 

On  account  of  this  wear  on  the  pavement,  and  from  a  «lesire 
to  secure  car  tracks  that  can  1m'  crossed  at  any  point  on  the  street 


172  THE  CHICAGO  TRANSPORTATION  PROBLEM 

without  transmitting  a  jolt  to  the  vehicle,  has  arisen  the  demand 
for  the  full-grooved  rail.  The  full-grooved  rail  is  one  where  the 
flange  of  the  rail  is  brought  up  flush  with  the  head  and  is  the 
ideal  rail  from  the  viewpoint  of  having  the  surface  of  the  street 
1) resent  an  unbroken  surface;  but  such  a  rail  can  not  be  cleaned 
by  the  passage  of  the  wheel  flange.  The^  dirt  will  pack  down  in 
the  groove  until  cars  run  off  the  track.  The  compromise  is  to 
lower  the  flange  on  the  rail  and  grade  the  incline  from  the  bottom 
of  the  groove  to  the  top  of  the  flange  on  such  an  angle  that  the  dirt 
can  be  forced  up  the  incline  and  out  over  the  edge  of  the  flange. 
If  the  flange  is  lowered  too  much  a  guiding  shoulder  for  wagon 
wheels  is  created  by  the  head  of  the  rail  and  vehicles  will  follow 
the  rail  as  much  as  they  do  the  present  tram  rail,  but  an  advantage 
is  gained  in  that  the  wheels  can  climb  the  inclined  flange  and 
leave  the  track  easily  and  without  wrenching  the  running  gear. 
The  accompanying  figures  show  the  evolution  of  the  street  car 
rail  and  the  effect  of  the  design  of  the  rail  on  the  paving.  The 
figures  also  show^  the  design  of  rail  adopted  in  several  cities  suita- 
ble for  the  conditons  obtaining. 

TYPE  or  RAIL  RECOMMENDED. 

Figure  29  illustrates  the  design  of  a  rail  section  which  has 
recently  been  adopted  by  the  Rapid  Transit  Company  of  Phila- 
delphia as  its  standard  rail  for  use  on  streets  as  paved  with  as- 
phalt, brick  or  dressed  granite.  This  rail  weighs  135  pounds  per 
lineal  yard  and  as  designed  presents  some  new  and  very  valuable 
features  which  have  not  heretofore  appeared  in  any  of  the  designs 
for  girder  grooved  rails,  which  have  been  manufactured.  Its 
great  weight  and  strength  will  be  of  mateiial  assistance  in  the 
production  of  a  rigid  and  unyielding  track.  The  increased 
breadth  of  tread  with  the  slight  bevel  toward  the  back  of  the  rail 
is  a  very  important  improvement  for  two  reasons. 

First— It  provides  for  the  use  of  car  wheels  w^itli  broad  treads 
which  will  present  a  greater  surface  for  frictional  resistance  to 
brake  shoes,  thus  reducing  the  wear  of  brake  shoes  and  of  the 
wheels. 

Second— The  beveled  surface  at  the  back  of  the  tread  of  the 
rail  will  prevent  the  wheel  from  crushing  or  wearing  the  pave- 
ment where  it  comes  in  contact  with  the  rail  head.  The  web  of 
this  rail  is  brought  nearly  central  under  the  bearing  point  of  the 
head,  which  is  a  desirable  feature  where  traffic  is  very  heavy. 
The  load  is  then  transmitted  more  directly  to  the  base  without 


RAILS   AND    I  RACKS  175 

luiu'h  tc'iuk'iU'V  to  caul  the  rail  out.  ll  also  gives  greater  thick- 
ness of  iieek  and  conseciuently  iiiucli  more  wear  wlien  used  on 
curves. 

'I'lie  i)rincii)al  objection  wliicli  may  be  raised  against  tiie  Phil- 
adeli)liia  rail  is  in  respect  to  the  ])rojection  of  the  head  or  tread 
til'  the  lail  above  the  outer  cnlge  of  the  groove  tiange,  which 
amounts  to  o-Ki  of  an  inch.  .\lthougli  these  flanges  are  so  de- 
signed that  it  will  not  be  dil'ticult  for  any  kind  of  vehicles  to  leave 
the  tracks,  the  projection  of  the  liead  al)ove  the  tiange  is  suffi- 
cient to  invite  teams  to  follow  the  tracks. 

In  Philadelphia  the  Street  liailway  (*omi)any  is  chaiged  with 
the  entire  cost  of  the  maintenance  of  the  [taving  on  the  entire 
street  Fioni  curb  to  curb  on  all  streets  on  which  it  lias  tiacks.  and 
as  the  tracks  are  principally  single  tracks  this  means  some  5(K) 
miles  of  street.  It  is  reasonable  to  supjiose  that  whei'e  the  rail- 
way compan>'  is  icsponsible  for  tlie  condition  ol'  llie  paxcnicnt 
outsi(U'  ot"  its  tracks  as  well  as  within  its  tracks,  the  design  of  lail 
finally  adopted  would  be  the  (k'sign  calculated,  in  operation,  to 
give  the  l)est  results  from  all  view])oints.  It  certainl_\  was  not 
adojifed  to  cheaitcn  constiuction  ol'  tracks,  as  it  is  the  heaviest 
girder  grooved  rail  vxvv  lolled.  It  must  have  l)een  consider(Ml 
to  be  tlie  ])est  rail  in  rerereiice  to  paving  maintenance,  as  such 
maintenance  is  boiiie  by  the  campany  and  is  by  i'ai'  the  greatest 
item  of  c(jst  in  connection  with  maintenance  ol*  way.  On  this 
basis  of  reasoning  and  from  the  I'act  that  this  rail  is  the  latest 
lail  (le<ig!i(  (1,  in  the  light  of  the  rapidly  ad\  aiicing  science  of  con 
ducting  transjtortaf ion  and  in  view  of  the  demands  of  municipab 
ities  for  better  maintainecl  pavement.  1  am  ])i(>m|»te<l  to  submit 
the  design  of  rail  as  shown  in  l*'i.i;ure  ."in.  wliicli  is  similar  to  the 
l*hiladel|»hia  rail,  to  meet  the  re<|uirements  o!  ( 'liicago  conditiitns. 
for  use  on  streets  that  aie  pa\'e<l  with  as]ilialt.  brick  oi*  dressed 
granit-e,  wlu-n  such  paxement  is  kept  cleane(|  and  well  maintained. 

It  will  be  noliee(|  that  the  llanuc  is  onl\  o  ;!'J  nl'  an  iiieli  helow 
the  head  of  the  lail  while  the  llange  of  the  IMiiladelphia  rail  is 
o-Ki  of  an  inch.  'I'his  change  is  made  to  reduce  the  invitaticui  to 
teams  to  t'dllow  llu'  ti-aeks  and  with  the  understanding  that  it  shall 
oidv  be  rc'iuired  to  he  l.iid  as  new  pavement  ol'  asphalt,  brick  or 
dressed  gianit<'  is  laid.  It  would  not  be  advisable  to  i«'(|uire  its 
installation  itn  imiiaxc*!  or  poorl\  paved  streets  and  on  streets 
liaxcfl  with  other  material  than  as|>halt,  brick  or  gi-anitc. 

The  adjustment  of  the  pavement  to  the  track  lails  is  a  matter 


176 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


concerning  which  opinion  is  divided,  especially  in  respect  to  as- 
phalt pavement.  Some  engineers  and  others  skilled  in  such  mat- 
ters contend  that  where  the  track  is  fairly  stal)le  and  rails  of 
suitable  top  section  are  used,  it  is  better  to  lay  the  asphalt  surface 
directly  against  the  rails,  as  shown  in  Figure  31,  while  others 
prefer  to  interpose  a  toothing  of  granite  blocks  between. 

I  am  of  the  opinion  that  the  interposition  of  a  well-dressed 
ribbon  of  granite  between  the  rails  and  the  asphaltic  surface  of 
the  pavement  is  the  practice  to  be  preferred,  because  in  warm 
weather  the  steel  rail  absorbs  more  heat  and  retains  it  longer  than 
granite.     The  asphaltic  mastic,  if  placed  next  to  the  rail,  is  soft- 


^C>c,"-I5.^c^'^ 


FIGURE  31. 


ened  and  permanent  distortion  of  the  surface  of  the  pavement 
next  to  and  parallel  with  the  rail  takes  place. 

Figures  32  to  35  illustrate  the  various  sections  of  flat  rails 
which  were  in  common  use  on  street  railways  prior  to  the  intro- 
duction of  mechanical  traction. 

Figures  3G  to  45  illustrate  the  later  girder  tram  and  girder 
groove  rail  sections,  increasing  in  weight,  height  and  form  of 
head  as  the  demands  of  heaviei  cars  and  vehicles  required  and 
as  a  better  class  of  paving  was  desired. 

Figure  46  shows  very  clearly  the  objectionable  features  of  the 
center  bearing  rail  which  was  for  many  years  in  extensive  use 
in  nearly  all  large  cities.  Some  of  it  is  in  use  today  on  horse  car 
tracks  in  New  York. 

Figure  47  is  a  partial  section  of  a  cable  railway  which  fairly 
represents  the  conditions  where  the  paving  blocks  rest  on  a  bed  of 
concrete  with  a  thin  bed  of  sand  between,  giving  a  iDractically 
unyielding  bed,  and  where  the  blocks  were  laid  to  project  above 
the  rail  in  accordance  with  the  old  practice  where  the  foundation 
was  of  a  more  yielding  nature  and  the  pavement  usually  sunk 


RAILS  AND  TRACKS 


177 


^=D 


JLO 


FIGURE  32.  FU;LKE  33.  FIGURE  34.  KIOURE  35. 


FIGURE  36.  FUTURE  37.  FIGURE  38. 


FIGURE  3<>. 


FIGURE  40. 


FIGURE  41. 


FIGURE  42. 


FU;rRK  43. 


KIGI'RK  44. 


FKilRE  45. 


178 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


below  the  head  of  the  rail  under  the  weight  of  the  street  traffic. 
As  indicated  in  Figure  4(),  where  the  concrete  hase  was  used  the 
pavement  has  remained  just  where  it  was  put,  with  the  result  that 
there  is  a  deep  rut  along  each  line  of  rails,  the  bottom  of  which 
is  on  a  \e\e\  with  the  rail  head  or  tram. 


FICURE  46. 

Figure  48  shows  a  part  of  a  cable  track  in  asphalt  pavement. 
The  hollow  on  the  inside  of  eacli  track  rail  shows  where  the  wear, 
due  to  vehicular  traffic,  has  been  concentrated. 

Figure  45  shows  the  rail  used  in  New  York  City  on  newly 
j^aved  streets,  in  the  underground  conduit  construction.  It  will 
be  noticed  that  the  flange  is  only  5-32  of  an  inch  below  the  head. 


FI(;URE  47. 


As  the  streets  on  which  it  is  installed  are  all  well  paved  and  kept 
admirably  clean,  no  difficulty  is  found  in  operation. 

Figure  44  shows  the  rail  used  in  Boston  on  paved  streets. 
This  is  known  as  the  half  grooved  rail,  the  flange  being  i^-incli 
}>elow  the  head.  Considerable  invitation  to  vehicles  to  follow  the 
tracks  is  extended  by  this  rail. 

Figure  43  illustrates  the  rail  used  in  Brooklyn.   » 


KAII.S   AND    IRACKS 


179 


Fi<;ure  41*  I'cpri  sciits  ;\  nciv  cxccllciil  1>  i^'  ol'  street  I'ailwav 
track  coiistnietioii  in  wliicli  '"  T"  rails  are  laid  on  coiierote  beams. 
lkil)l)()iis  of  dressed  i;raiiito  are  laid  on  each  side  of  and  flnsli 
willi  the  njtper  siirl'ace  oi'  the  rails.     The  granite  blocks  next  to 


riGUKE  48. 


the  gauge  side  of  the  lails  being  dressed  to  form  a  groove  for  tiie 
]!assage  of  the  flanges  pf  the  car  wheels.  'Hiis  type  of  construc- 
tion has  been  develojjed  to  the  highest  degree  of  ]")erfection  in 
the  cities  of  ^linneapolis  and  St.  Paul,  where  it  has  been  adopted 
as  the  standard  street  railway  construction.     Where  the  granite 


yjn  • 


*v- 


blocks  are  of  goo<l  (|ualily,  well  dressed  to  uniloiin  dimensions 
and  are  ])roperly  laid  on  coneiete  foundations  of  sulhcient 
strength,  this  tyi)e  of  track  will  give  excellent  sen'ice  under  mod- 
erately heavy  vehicular  tiaflic,  and  there  are  many  streets  in  Chi- 
cago wliei"  track  constinction  of  this  tyjie  could  be  installe<I  with 


180 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


the  assurance  that  it  would  give  satisfaetory  results  to  all 
l)arties  coucenied.  In  a  discussion  with  the  officers  of  the  leading 
asphaltic  pavement  company  of  this  countiy,  on  the  subject 
"Maintenance  of  Pavement  in  Streets  Occupied  by  Railway 
Tracks,"  1  was  advised  by  these  gentlemen  that  in  their  extended 
experience  in  maintaining  under  guaranty  the  pavements  in  such 


FIGURE  SO. 


streets,  that  the  most  satisfactory  results  have  been  obtained  in 
streets  where  the  Minneapolis  type  of  construction  has  been  in- 
stalled. 

CONCLUSIONS   EEGAEDING   KAILS. 

Summarized,  my  conclusions  as  to  the  design  of  track  rails 
which  will  be  practicable  for  the  operation  of  cars  under  Chicago 
conditions  and  which  will  best  protect  the  pavements,  are  as  fol- 
lows: 

FIRST— For  the  use  on  streets  that  are  paved  with  asphalt,  brick 
or  dressed  granite,  and  where  such  pavements  are  kept 
clean,  I  recommend  a  rail,  a  section  of  which  is  shown  in 
Figure  30,  laid  on  concrete  beam,  as  shown  in  Figure  50, 
believing  that  the  use  of  such  a  rail,  under  such 
conditions,  is  practicable  from  the  street  railway 
operating  point  of  view  and  believing  that  such  a  rail 
will  tend  to  cause  vehicle  traffic  to  distribute  itself  over 
the  whole  street  surface  (thus  preventing  abnormal 
wear  in  one  spot) ,  extending,  as  it  does,  the  least  invita- 
tion to  vehicles  to  follow  the  tracks. 

SECOND— On  unpaved  and  on  poorly  maintained  paved  streets 
and  on  streets  that  are  indifferently  cleaned,  the  present 
girder  tram  section  should  be  retained  to  be  replaced 
only  as  it  wears  out  or  as  streets  are  improved  with  as- 
phalt, brick  or  dressed  granite  paving. 


RAILS  AND    TRACKS  isl 

I'fl  i  IM)  — Uy  tlio  adojition  of  the  forenoiiig"  roeoiimiciKlatioiis  1 
am  conlidc'iit  tiiat  tlie  best  interests  of  tlie  citizens  and 
the  municipality  will  be  sei-ved,  and  no  uuneoessajy 
hardsliii)  will  lie  imposed  ujion  the  Street  Railway  Com- 
panies. 

CEMENT  OK  CONCRETE  ROAD  BEDS. 

In  reference  to  the  desirability  and  cost  of  layinu-  comciit  road- 
beds for  street  car  tracl<s. 

Under  the  present  opciatiou  of  i'.j-ton  electric  motor  cars,  and 
consideiiii^i-  the  nature  of  the  soil  of  Chicajio,  in  order  to  obtain 
an  abs(»Iiitcl>  unyielding  foundation  on  which  to  lay  tracks,  it 
is  necessu)  II  to  lay  cement  concrete  road-beds.  While  the  first 
cost  of  track  constiiiction  is  very  largely  increased  therehy  it  is 
economy  in  the  end  for  railway  companies  to  ado^jt  such  practice. 
The  cost  of  maintenance  is  reduced  to  the  minimum  and  the  street 
surface  retains  its  even  contour  indefinitely  thus  securing  the 
greatest  life  possible. 

A  further  advance  in  the  use  of  concrete  in  track  constnic- 
tion  has  been  made  in  dispensing  with  wooden  cross  ties  alto- 
getliei"  and  su])i)orting  the  rails  on  concrete  foundations,  burying 
the  rail  in  concrete  to  the  underside  of  the  ])aving  material,  the 
rails  being  kept  to  gauge  by  tie  rods  placed  in  the  track  at  fre- 
quent intervals.  The  most  ai)proved  ]iractice  in  the  use  of  con- 
crete foundations  is  to  lay  the  rails  on  longitudinal  beams  of 
Portland  cement  concrete,  these  beams  being  a  i^art  of  the  con- 
crete foundation  sui^]iorting  the  iiavement.  This  method  of  con- 
struction is  shown  in  Figui-cs  4!>  nnd  .")(),  and  if  carried  out  with 
good  material  produces  a  substantial  track  wliicli  can  bo  main- 
tained under  heavy  traffic  at  a  niinimuni  cost  and  is  most  favor- 
able for  laying  and  maintaining  street  pavements. 

Unit  Price  Estimate  T,  Page  193,is  an  estimate  of  the  cost  of  one 
mile  of  single  track  constructed  after  such  ])ractice  and  using  the 
design  of  rail  recomniench'd  and  shown  in  Fiuure  ."><>,  Page  174. 


PART  VI. -CHAPTER  VI. 


UNIT  PRICE  ESTIMATES. 


Introductory. 


In  order  tO'  com]ily  with  the  conditions  of  my  commission 
]*egarding  the  valuation  of  the  present  pro])erties  and  the  jn'ob- 
able  cost  of  the  future  properties,  analyzed  in  this  report,  it  has 
been  necessary  to  formulate  a  series  of  luiH  py'ice  estimates  ar- 
ranged in  such  a  manner  that  they  could  be  a]iplied  to  any  one  of 
the  various  valuation  questions  involved. 

These  unit  price  estimates  will  be  found  on  pages  185  to 
195  of  this  chapter  and  have  been  used  in  arriving  at  the  values 
given  in  Chapters  VII,  VIII  and  IX  under  the  titles  of  "Val- 
uation Estimates,"  "Valuation  of  Lines  Under  Expiring 
Grants ' '  and  ' '  Cost  Estimates. ' ' 

In  making  valuation  estimates  I  have  found  it  advisable,  in 
order  to  enable  one  to  make  an  intelligent  analysis  of  the  valua- 
tion of  the  different  properties,  to  make  my  estimates  on  two  dif- 
ferent bases  with  the  object  in  view  of  determining  the  physical 
value  of  the  properties  as  they  exist  today,  which  I  under- 
stand is  what  is  meant  by  my  commission  "to  make  a  valua- 
tion of  present  plants."  The  estimates  have,  therefore,  in  Chap- 
ter VII,  been  made  in  two  columns,  headed  as  follows : 

A.  — The  cost  to  reproduce  the  ])roi)erties  today. 

The  figures  in  this  column  are  based  upori  what  it  would  cost 
to  furnish  and  install  the  materials  entering  into  the  construc- 
tion of  the  ])roperties  today,  and  in  considering  these  prices  it 
should  be  borne  in  mind  that  the  state  of  the  art  is  now  such  that 
a  large  amount  of  the  physical  part  of  the  properties,  as  they 
exist,  could  be  built  now"  much  cheaper  than  was  i)ossible  at  the 
time  they  were  built.  This  applies  especially  to  the  cable  sys- 
tems which,  at  the  time  they  were  installed,  were  largely  built 
under  ]iatented  systems,  and  from  special  designs,  and  at  a  tiuie 
when  engineers  were  not  familiar  enough  with  the  requirements 
of  cable  railway  work  to  detinitely  determine  what  should  be 
done  at  the  time  an  installation  was  made.     The  result  was  that 

182 


I'NiT  I'Kui-:  I'.s  ri.MA  ii:s  183 

some  of  the  systi'iiis  were  built  in  a  imicli  inoic  cxpciisixc  inauiicr 
than  suhso(|iipnt  cxixMicncc  proved  necessary.  Another  result 
was  tliat  s(>nu'  of  tlie  |)lants  were  huilt  too  H.^lit  for  tlie  service, 
and  liad  to  he  completely  torn  out  and  re  installed  at  a  laiii'ely 
increased  (X))eiise.  Sucii  \'uv  t'.\ani|ile  is  the  \Vasliini;ton  Sti'eet 
l*o\ver  Ihnise  of  the  West  Side  System,  which  was  installed  aud 
stalled  in  operation  and  round  to  he  so  small  that  It  could  not  oji- 
oi'ate  the  cars.  A  new  plant,  adjacent  to  it,  was  const lucted,  and 
the  macliinery  oriiiinally  desii^iied  completel\-  discaided  an<l  new 
and  liea\ier  machinerx'  installed,  'j'liese  conditions  also  i^ox'ei'ii, 
to  a  certain  extent,  the  introchiction  of  the  electiic  plants,  some  of 
whieli  wei'e  huilt  with  Ix-ltt'd  inachineiy.  in  order  to  utili/e  the 
class  of  niachiner\-  axailahle  at  the  time,  with  the  icsult  that  the 
jiower  stations  cover  so  laryc  a  ,i;round  aica  that  the  cost  of  the 
liuildin^'s  and  foundations  and  transmission  api)aratus,  ever, 
though  now  almost  ol)solete,  made  the  plants  coiupleto  cost  ahnost 
as  much  pel' electrical  unit  as  the  moi'e  nuideni  ]ilants  now  cost. 

I-J. -Present  value  of  the  ]iliysical  ]>i'o])erty  for  electric  rail- 
way inirjjoses. 

'Idiis  column  i^ives  the  ]n'esent  values  of  the  physical  prop- 
erties for  ciccfiicdl  idihidii  purposes  so  far  as  I  am  able  to 
estimate  them.  In  deducinu-  this  column  it  has  ht'cn  ni'cessary 
to  take  into  consideration  the  fact  that  the  cable  systi'ins  coni- 
]ilete,  exc!usi\-e  of  track,  real  estate  and  buildinus.  must  be  con- 
sidere(l  as  practicall\  obsolete,  and  that,  thcrefoi-c.  the  only 
amounts  that  tlie\  can-be  cicdilcd  with  is  what  saKau'c  can  be 
obtained  fiom  their  disposition.  1  lia\c,  howexcr,  considered 
that  some  pcutimis  of  the  cable  tracks,  outside  of  the  business 
center,  where  uiideri;r(»und  cdudnit  construction  wduld  not  be 
reipiired,  could  be  used  \n  (ipeiate  electiic  cars  nNcr.  pl()\i(le(^ 
the  tracks  wcie  -urfaced  up  and  Iiroiiuht  into  unod  physical 
condition,  h'or  these  reas(in>  I  liaNC  crcililed  the  cable  systems, 
in  each  case,  with  the  estimaled  \alue  that  it  would  cost  to  repro- 
duce these  cable  tracks  as  new  electi  ic  car  tiacks,  takini*'  into  con- 
sideration the  weiulit  of  the  lail  In  lacli  case,  and  allowini;,'  a 
suitable  depreciation  from  the  tiuuic  thus  obtaine(l,  dep<'ndin.u^ 
ujion  the  c()n<lition  in  which  the  track  aud  jiaviuLC 
liax'e  been  niaintainecl  l)y  the  res])ecti\'e  com|»anies.  1 
liax'e  eiideaxdred  to  estimate  this  depreciati<ui  as  faiil>' 
as  possible,  and  while  it  mav  seem  dillicult  to  under- 
stand how  it  can  liaxc  been  so  ui'»'at,  it  should  he  ac- 
cepted as  one  (»f  the  conditions  due  to  the  ad\"ani'enient  ol"  the  ai't 


184  THE  CHICAGO  TRANSPORTATION  PROBLEM 

in  street  railways,  and  is  illustrative  of  the  conditions  which  must 
be  faced  by  any  corporation  or  municipality  which  engages  in 
the  transportation  business.  The  same  statements  are  largely 
true  regarding  a  large  part  of  the  electrical  equipment  of  some  of 
the  present  companies,  for  the  reason  that  the  electrical  art  has 
so  far  advanced,  since  some  of  the  present  properties  were  built, 
that  a  part  of  their  electrical  and  steam  equipment  is,  from  the 
standpoint  of  economical  operation,  obsolete  today.  In  consider- 
ing this  valuation  column  it  must  be  understood  that  it  does  not 
in  any  sense  purport  to  be  the  actual  value,  from  a  business 
standpoint,  of  the  properties  estimated,  for  the  reason  that  ordi- 
narily from  a  business  and  financial  standpoint  the  value  of  all 
properties  having  franchise  rights  would  be  based  largely  upon 
their  earning  capacity,  and  not  upon  the  mere  physical  value  of 
the  tangible  property. 


UNIT  I'KlCi-:  I'.SI  iMATl-.S  1,S5 


UNIT   VnWK  KSTLMATE  A. 


Estimate  of  cost  to  produce  one  mile  of  siunlc  track  cable  con- 
struction of  the  type  now  installed  in  the  North  and 
South  Divisions,  and  on  the  Madison  Street  and  Mil- 
waukee Avenue  systems,  in  the  West  Division. 

5095  lineal  feet  of  straight  track  at  $10.70  per  ft $54,516.50 

185  lineal  feet  of  curved  track  at  $35.00  ])er  ft 6,475.00 

5280  $60,991.50 

Includes  rails,  yokes,  joints,  tic  rods,  manhole  C(jvers  and 
frames,  curve  wheels,  frames  and  covers,  tuhing,  excavating,  con- 
creting, paving  and  lahor. 

Pulley  wheels  and  supports,  170  per  mile,  at  $5 $      850.00 

Proportion  of  special  track  work  per  mile 5,000.00 

Pro))ortion  of  cost  for  vault  construction 4,500.00 

Moving  and  reconstructing  underground  obstructions.      7,134.00 

$78,475.50 
iilngineering,  su})er\isi()ii  and  administration  10  p.  c.      7,847.55 

Total    incliKliiig   paving $86,323.05 


186  'J"HE  CHICAGO   TRANSPORTAllON  PROBLEM 


UNIT   PKICE  ESTIMATE  B. 


Estimate  of  cost  to  i)roduce  one  mile  of  single  track  cable  con- 
struction of  the  type  now  installed  on  the  Blue  Island 
Avenue  and  Halsted  Street  system  in  the  West  Divi- 
sion. 

5095  lineal  feet  of  straight  track  at  $9.35  ])er  foot    .  . .  .$47,638.25 
185  lineal  feet  of  cui*ved  track  at  $25  per  foot 4,625.00 

5280  ,  $52,263.25 

Includes  rails,  yokes,  joints,  tie  rods,  manhole  covers  and 
frames,  curve  wheels,  frames  and  covers,  excaxating,  concreting, 
paving  and  lalior. 

Pulley  wheels  and  suj^ports,  170  per  mile,  at  $5 $      850.00 

Proportion  of  special  track  work  ])er  mile 5,000.00 

Proportion  of  cost  for  vault  construction 3,726.00 

Moving  and  reconstructing  underground  obstructions.     6,000.00 

$67,839.25 
Engineering,  supervision  and  administration  10  p.  c.  .     6,783.92 

Total,  including  paving $74,623.17 


UNIT  PR1C1-:  KSTIMA  I  I'S  187 


UNIT  PJMCE  ESTLMA'l'H  C. 


Estimate  of  cost  to  jn'odiice  one  mile  of  single  track,  4'o-inch 
girder  rail,  on  chair  supports,  ties  on  earth  foundations. 

Steel  rails,  (J5  i)ounds  j)er  lineal  yard,  KL'.U  gross  tons, 

at   *$41   per  ton '. ^ $  4,187.74 

Ties,  :^G4(),  at  55c  delivered  on  street 1,452.00 

Tie  rods,  700,  at  25c 175.00 

Chairs,  5280,  at  50e 2,(540.00 

Spikes    150.00 

Hauling  rails  to  street,  at  $1  ])er  ton 102.14 

.ioints,  352  cast  welded,  at  ^l] 1,050.00 

( 'i-oss  bonding   10.00 

Excavation,  including  bedding  of  ties,   154'.t  cu.   yds., 

at  GOc. ".  ...  929.40 

Tiack  laying  and  cleaning  street,  at  25c  ])cr  ft 1,320.00 

$12,022.28 
Sjiccial  \Vi)ik  at  intciscctioiis  and  cross  over,  average.  .      4,000.00 

$16,022.28 
Engineei'iiig,  sujKTvision  and  adniinistialitui  10  ji.  c.  .      1,602.22 

'j'otal  ctist  (if  track  c\<'liisivc  of  jiaviiig $17,(»24.50 

*'I'lic  i)ricc  of  $41  i)ir  nro>>  tuii  fnr  ^tcd  r;iiU  iiuliidi^  llic  cost  of  tlio  rails 
f.  o.  I),  cars  Chicago  at  $40  |)it  k^oss  ton,  aiul  $1  additional  to  cover  switcliing 
charges  and  otlur  .-. .«i-  ..f  liandlinvi   prior  to  lianhng  the  rails  to  the  work 


188  THE  CHICAGO  TRANSPORTATION  PROBLEM 


UNIT  PRICE  ESTIMATE  D. 


Estimate  of  cost  to  produce  one  mile  of  single  track,  6-inch  gir- 
der rail,  earth  foundation. 

Steel  rails,  78  pounds  per  lineal  yard,  122.57  gross  tons, 

at  $41  (see  foot  note  to  Estimate  C) .  . . . $  5,025.37 

Ties,  2640,  at  55c  delivered  on  street 1,452.00 

Tie  rods,  700,  at  25c 175.00 

Spikes   150.00 

Hauling  rails  to  street,  at  $1  per  ton 122.57 

Joints,  352,  cast  welded,  at  $3.50 1,232.00 

Cross  bonding 10.00 

Excavation,  including  bedding  of  ties,  1158  cu.  vds., 

at  60c '. . .  .  694.80 

Track  laying  and  cleaning  street  per  foot,  at  25c 1,320.00 

$10,181.74 
Special  work  at  intersections  and  cross-overs,  average.     4,000.00 

$14,181.74 
Engineering,  supei'vision  and  administration  10  p.  c.  .     1,418.17 

Total  cost  of  track  exclusive  of  paving $15,599.91 


UNIT  I'RICE  F.STIMA  TES  18<J 


UNIT  riMCE  ESTIMATE  E. 


Estimate  of  cost  to  })ioduc'e  one  mile  of  single  track,  7-incb  gir- 
der rail,  earth  foundation. 

rSteel  rails,  85  pounds  per  lineal  yard,  133.57  gross  tons, 

at  $41  (see  foot  note  to  Estimate  C.) $  5,476.37 

Ties,  2640,  at  55c  delivered  on  street 1,452.(10 

Tie  rods,  700,  at  25c 175.00 

Spikes  150.00 

Hauling  rails  to  street,  at  $1  per  ton 133.57 

.Joints,  352,  cast  welded,  at  $3.50 1,232.00 

(*ross  bonding    10.00 

Excavation,    including    ])edding    ties,    1374    en.    yds., 

at   (iOc ' ".  ..  .  S24.4(l 

Tiack  laying  and  cleaning  street  per  loot,  at  25c 1,320.00 

$10,773.34 
Special  woik  at  intersections  and  cross-overs,  average.     4,000.00 

$14,773.34 

I'liigiiieeriiig,  sii|teivisioii  and  adiiiinisl ration   ll>  p.  c.      1,477.33 

'l'o1;il  (  ost  of  tiack  exclusive  of  |)aviiig $16,250.67 


190  THE  CHICAGO  TRANSPORTATION  PROBLEM 


UNIT  PRICE  ESTIMATE  F. 


Estimate  of  cost  to  produce  one  mile  of  single  track,  9-inch  gir- 
der rail,  earth  foundation. 

Steel  rails,  94  pounds  per  lineal  yard,  147.71  gross  tons, 

at  $41  (see  foot  note  to  Estimate  C.) $  6,056.11 

Ties,  2640,  at  55c  delivered  on  street 1,452.00 

Tie  rods,  700,  at  25c 175.00 

Spikes 150.00 

Hauling  rails  to  street,  at  $1 147.71 

Joints,  352,  cast  welded,  at  $5 1,760.00 

Cross  bonding    10.00 

Kxcavation,    including    bedding    ties,    1549    cu.    vds., 

at  60c '. . .  .  929.40 

Track  laying  and  cleaning  street,  at  25c  per  ft 1,320.00 

$12,000.22 
Special  work  at  intersections  and  cross-overs,  average.     4,000.00 

$16,000.22 
Engineering,  supervision  and  administration  at  10  p.  c.     1,600.02 

Total  cost  of  track  exclusive  of  paving $17,600.24 


UNIT  PRICE  KSTIMATKS  iwi 


rXlT  I'incK  KSTIMATE  G. 


Estinintc  (if  ( 'ost  to  I'lttdiicc  ( )ii('  Milcdl'  I  )(»iil»l(' Tinck  Oveilioa<l 
'rrollcN'  ( 'oiislnictioi!. 

1(11)    Iron  poles,  set  ill  concrete,  at  ^L'S $  2,800.00 

.")()  4-iiiii  iroiuToss  anus,  with  ))iiis  and  ins.,  at  ii^3.05.  11>7..")() 

100  Small  JJrooklyn  insiilatuis  for  spans,  at  50c*.  .  .  .  ')().()() 

100  Globe  strain  insulators  for  spans,  at  22(' 22.00 

90  Straiiilit   line  haui-ers,  at  .".2'  m- 2!).2r) 

10  Feed-in  hangers,  at  50(' 5.00 

140  Soldered  O-indi  ears,  at  lOe 22.40 

12  Live  eross-ovei's  (estimated),  at  $.") .'{(i.OO 

8  Insulated  cross-overs  (estimated),  at  ^j^O 4S.oo 

8  2^way  frogs  (estimated),  at  $:} 24.00 

3000  Feet  5-l()  inch  gal  v.  strand  wire  for  sjjans,  at  ^10 

])er   M ;!0.00 

()  Strain  plates  (strain  laxoiit ),  at  .'!2(' 1.92 

12   Small   Brooklyn  (strain  layout),  at  50c (i.OO 

12  (llolie  insulators  (strain  layout),  at  22c 2.04 

15011    l-'eet  I  ,-incli  galv.  strand  wire  (strain  layout),  at 

$7.25    per    M lO.SS 

20    Doulile  hangeis  (2  double  curvi'  layout),  at  44('.  S.SO 
2it  Single  hangei-s  (2  double  curve  layouts),  at  .'550.  7.00 
1000   Feet  14-incli   strand   wire    (2  doiiMe  curve   lay- 
outs), at  $7.25  per  M 7.25 

4    llea\\    r>rookl>'n    (2    double    curxc   la>(iuts),  at 

70c 2.80 

10.5(;o  Feet  2-0  trolley  wire,  4240  pounds,  at    l."!"  ,c.  .  .  .  502. 50 

2  2-0  splicing  ears,  at  50c 1.00 

Lalior.  placing  spans,  trtilleys,  etc 225.00 

Total  cost  exclusive  of  feeder  wire $  4,100.03 

C^OSt  of  feeder  wire  estimated   ;i\('iage  per  mile.  4,fM)0.00 

$  8.100.03 


192  THE  CHICAGO  TRANSPORTATION  PROBLEM 


UNIT  PRICE  ESTIMATE  H. 


Estimate  of  cost  to  pave  one  mile  of  single  track,  8  feet  in  width. 

1.  Dressed   (Tranite,    city    specifications:     On    6-incli 

concrete  base,  4600  square  yards,  at  $4  per  yard .  $18,400.00 

2.  Asphalt:     On  6-inch  concrete  base,  4600   square 

yards,  at  $2.80  per  yard 12,880.00 

3.  Vitrified   Brick:     On   6-incli   concrete   base,   4600 

square  yards,  at  $2.75  per  yard 12,650.00 

4.  Cedar  Blocks :     On  plank  and  sand,  4600  square 

yards,  at  $1.48  per  yard 6,808.00 

5.  Rough   Granite:    On   sand  bedding,   4600   square 

yards,  at  $2.50  per  yard 11,500.00 

6.  Cobble    Stone:     Bedded    in    gravel,    4600    square 

yards,  at  $1.65  per  yard 7,590.00 

7.  Macadam :    4600  square  yards,  at  75c  per  yard. . . .     3,450.00 
S.     Oak   Blocks:     On    plank    and    sand,  4600    square 

yards,  at  $1.70  per  yard 7,820.00 


UNIT  PRICE  ESTIMATES  193 


UNIT  i'iUCE  ESTIMATE  I. 


Estimate  ul'  cost  to  produce  one  mile  ol'  single  track,  grooved 
girder  rail  of  design  Figure  30,  submitted  and  recom- 
mended, laid  on  concrete  beams,  Figure  50. 


Excavation  and  hauling,  I'OOO  cubic  yards,  at  $1 $  2,000.00 

*Coucrete  beams,  800  cubic  yards,  at  $6 4,800.00 

Steel  rails,  120  pounds  per  yard,  188.57  tons,  at  $41 

(see  loot  note  to  Estimate  i\) 7,7.'U.37 

Hauling  rails  to  street  at  $1 188.57 

Tie  rods,  700,  at  25c 1 75.00 

Cast  welded  joints,  176,  at  $5 880.00 

Cross  bonding 10.00 

Track  laying,  cleaning  street,  etc 1,501.44 

Special  track  work  per  mile  of  single  track 4,500.00 

Engineering,  supervision  and  administration,   10  ])er 

cent 2,178.63 

Total  cost  of  track  exclusive  of  paving $23,965.01 

li    leaved   with   asi)lialt $3(),845.0l 

If  paved  with  dressed  granite 42,365.01 

If    paved  with   brick 3(;,()15.01 

Cost  of  P(uiu(/-^ 

Asphalt  on  6-inch  concrete  base. 12, S8(). (10 

Di'essed  granite  on  (J-inch  i-nw.  base 1S,4<III,00 

Vitrified  l)rick,  on  6-inch  coii.  base 12,650.00 

*'l'hcsc  estimates  fix  tlie  price  of  CDiicrele  in  place  at  si,\  dollars  i)er  cubic 
yard.  The  price  of  concrete  varies  with  the  variations  in  the  market  price  of 
cement  and  other  materials,  and  with  the  varying  conditions  under  which  the  work 
must  be  executed.  The  price  of  six  dollars  per  cubic  yard  is  considered  to  be  a 
safe  average  price  for  the  purposes  of  these  estimates. 


194  THE  CHICAGO  TRANSPORTA'IION  PROBLEM 


UNIT  PRICE  ESTIMATE  J. 


Estimate  of  Cost  to  Produce  One  Mile  of  Single  Track,  Under- 
ground Electric  Conduit  Type,  Grooved  Girder  Hail  of 
Design  Figure  30, 

Steel  track  rails,  120  lb.  per  yd.,  188.57  tons  at  $41 

(see  foot  note  to  Estimate  C.) $  7,731.37 

Steel  Slot  Rails,  66  lb.  per  yd.,  103.71  tons  at  $43 4,459.53 

Conductor  bars,  21.3  lb.  per  yd.,  33.47  tons  at  $43 1,439.21 

352  cast  weld  joints  at  $5 1,760.00 

352  Slot  Rail  Splices  with  bolts 82.00 

Bolts  (tram  rail,  slot  rail,  hand  hole,  insulatoi-,  hatch, 

washers  and  keys) 492.00 

Tie  bars,  4,200  at  25c.'. 1,050.00 

Insulators  and  clips 1,200.00 

Cast  iron  yokes,  pit  covers  and  frames,  conduit  plates, 

310*^  tons  at  $50 15,500.00 

Hauling  iron  work .  . . : 600.00 

Special  track  work  per  mile  single  track 6,000.00 

Conductor  bonds 500.00 

Track  laying  and  placing  iron  work,  per  mile .  7,260.00 

Excavation  2,700  cu.  yds.  at  $1 2,700.00 

Concrete,  1,500  cu.  yds.,  at  $6 9,000.00 

Sewer  connections  from  manholes,  etc 2,000.00 

Removing  and  rearranging  underground  obstructions.  7,000.00 

Cable  ducts  in  place 1,500.00 

Plus  for  engineering,  supervision,  administration,  10 

per  cent 7,027.41 

Total  estimated  cost  |)er  mile  of  single  track,  exclu- 
sive of  paving $77,301.52 

Cost  of  feeder  wire,  estimated  average  per  mile 4,000.00 


$81,301.52 


UNIT  PRICI-  KSri.MA  TES  195 

If  paved  with  asphalt,  single  track  road  would  cost  per 

mile   $94,181.52 

ir  paved  witli  dressed  granite,  single  track  road  would 

cost  per  mile 99,701.52 

If  paved  with  brick,  single  track  road  would  cost  per 

mile 93,951.52 

Cost  of  Paving— 

Asphalt  on  G-in.  concrete  base $12,880 

Dressed  granite  on  (J-in.  concrete  base 18,400 

Vitrified  brick  on  6-in.  concrete  base 12,(550 

The  above  unit  price  i3er  mile  for  underground  conduit  work 
is  a  safe  average  figure  for  a  system  covering  the  city  at  large, 
for  in  outlying  disti'icts  tlie  ])rice  should  not  exceed  $70,000  ytev 
mile,  and  for  all  work  located  in  the  business  district  the  price 
should  be  raised  to  about  $100,000  per  mile,  both  exclusive  of 
paving,  owing  to  the  increased  amount  of  underground  obstruc- 
tions, the  extra  cost  of  labor  due  to  congestion  of  traffic,  and  the 
large  amount  of  curves  and  special  work  which  will  be  required 
within  this  tenninal  district. 

On  streets  now  occupied  by  cable  construction,  the  cost,  in 
either  case,  would  be  reduced  by  about  $3,000  per  mile,  derived 
from  sale  of  old  nuiterial. 


PART  VI. -CHAPTER  VII. 


VALUATION  ESTIMATES. 


VALUATION  ESTIMATE  NO.    l. 

Estimate  of  Cost  to  Reproduce  New,  and  Present  value  for  Electric  Rail- 
way purposes  of  the  Physical  Property  of  the  Chicago  City  Rail- 
way Co.     See  Discussion  on  Estimates,  beginning  on  page  182. 


TRACKS,  PAVING  AND  TROLLEY 


CONSTRUCTION. 


Estimated  Cost  to 
Reproduce  the 
Physical  part  of 
the  present  prop- 
erty at  present 
market  prices  for 
labor,  material 
and  Equipment. 


B. 

Present  value  of 
the  Physical 
Property  for 
Electric  Railway 
Purposes,  to  any 
person  or  corpor- 
ation in  position 
to  utilize  it,  in 
place,  and  sell  for 
cash  those  parts 
which  have  be- 
c  o  m  e  obsolete. 
This  does  not  take 
into  consider- 
ation the  value  of 
the  franchises  or 
the  earninfr  ca- 
pacity of  the 
property. 


34.75   Miles  of  Cable,  single  track  (as  per 

Appendix  G,  at  $86,323.05  per  mile  as 

per  unit  price  Estimate  "A") ^  2,999,725.99 

185.25    Miles    of     Electric    and    Horse, 

single  track,  as  ])er  Appendix  "G" 
37.40    :Miles  4%     in.   rail    at  $17,624.50 

unit  price  Estimate  "C" 659,156.30 

111.13  Miles  7  in.  rail  at   $16,2  50,67  unit 

price  Estimate  "E" 1,805,936.96 

36.72  Miles  9  in.   rail  at   $17,600.24   unit 

price  Estimate  "E" 646,280.81 

Overhead  Trolley  Electrical  Construction 

on  183.38  miles  of  single  electric  track 

at  $8,100.03   per  mile  of  double  track, 

including  feeder  wire    and  rail    return 

circuit  as  per  unit  price  Estimate   "G".  742,691.75 

196 


$     964,335.78 

164,789.07 

1,625,343.27 

581,652.73 

668,422.58 


VALUATION  ESTIMATES  V)7 

VALUATION   KSTIMATK  No.    l.     ("ontiiimMl. 

i'KAC  KS,  PAVINU  AND  TROLLEY 

CONSTKrCTlON.— Continued.  A.  B. 

Miles  of  sinoflc  track  ])aving: 

140. :{7     (Tranite     at     *11,.")U()     unit     price 

Estimate  //■■," l,(is3,L'5r).00  l,r,0'.),OnJ.Jo 

4.:n  Brick   at   *r2,05U  unit  iirice  Esti- 
mate' B  ^ 54,52  1 .50  49,0(31).  35 

'J3.'J9   Cedar    at'|i6,S0s   unit    ])rice  Esti- 
mate//"^   15S, 55(^.32  105,705.55 

11.28  Macadam  at  *3,45(i  unit  price  Esti- 

matci^/ 38,910.00  38,010.00 

185.25  I   8,789,042.63      ?   5,797,320.58 


THREE  CABLE  STATIONS. 

Capacity  of  three  Stations,  consist- 
ing of  simple,  horizontal,  noncoudensing 
engines  and  return  tubular  l)oiler8,  total- 
izing 10,^*18  engine  horse  power  or  5,400 
l)oiK'r  horse  ]»ower,  including  boilers, 
piping,  engines,  pumps,  heaters,  ami  all 
accessories  pertaining  to  the  steam  ])lant 
required  for  Cable  operation,  but  ex- 
clusive of  the  winding  machinery,  building 
and  land 

At  *40  ])er  engine   horse  power   or  ) 
At  xsu.OO  i>er  boiler  horse  i>ower.  .   \ 
Winding   machinery  ,  tension  carriages,  \ 
j)its, subways,    sheaves,    etc.,    and    all  (^ 
accessories     thereto     at     *30    per   H.   I 

P.  of  engine  capacity ' 

IJuilding,   stack  and    foundations    at  >;18 
|ier  engine  horne  ))ower 


x432,720 
324,540 

194,724 


*7(t,2  7  4 

Will  cost 
a  s  much  t  o 
remove  as  it 

will     M'll    f  U-. 

s97,362 


TIIKKK   KLK(  TKIC  STATIONS. 

lo,2.s(j  K.  W.  capacity  at  ^90  per  \\.  W  . 
for  Boilers,  P^ngines,  Generators,  pip- 
ing, ])Umps,  switcdiboards,  and  all  ac- 
cessories necesHary  to  tlie  o|»eration  of 
:in  Electrical  power  plant,  induiling 
building  and  exclusive  (d'  lan<l.  Simple, 
h<jrizontaI,  non-condensing,  belti'il  units 
and  return  tnbidar  lioiler  plant. 
One  of  5,2H0  K.  W.  at  *95.  .  .  .  *5Ol,0oo 
One  of  5,000  K.  W.  at  >«n.-,  .  .  .  .    x4_'5,(M)() 

1,000  H.  r.  Storage  Battery  IM.mt 


*9 2 0,000 

7U,860 

A  1,949, 45(1 


1(833,9  4(» 
70,866 

\>«r,n72,  MJ 


198 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


VALTATION  ESTIMATE  NO.    1.— Con  tinned. 

ROLLING  STOCK.  A.  B. 

775   C.ible.  C  irs  complete  in  service..  ..  *9:i0,000.00  *l5o,000.00 

512 ■22  ft.  Electric  Car  bodies,  exclu-  ] 

sive  of  trucks,  in  service ]  ,.,.,  ,.^^   ...  ..,,,  ^...   .^ 

60-4/  ft.  Electric  Car  bodies,  includ-   j  '  ' 

ing  double  truck,  in  service | 

13    Horse  Cars  complete  in  service.  .  .'.  14,300.00  1,300.00 

444  Electric  Motor  Car  bodies,  open.  .  .  399,600.00  2-J2,000.00 

8   Mail  Cars  and  trucks  in  service. .  .  .  li>,000.00  10,000.00 

.552  Trucks  in  service 127,600.00  82,800.00 

'22   Truck  frames 3, 100.00  2,620.00 

332  Temporary  Trucks 16,600.00  8,300.00 

1,000  New  Stationarv  fare  registers  and  )  ,-  o4r>  -,>  i-  .^n^  -n 

'                                         J                o                       \  lo, 340. oO  *    lo,340.oO 

extra  parts \ 

65   New  Air  Brake  Equipments 19, 1 10  31  19, 1 10.31 

53   Work    Cars,    exclusive    of     elec-  |  .>o,500.00  2  1,200.00 

trical  equi])ment ■  ■   \ 

73  Snow  sweepers,  snow  plows  and  \ 

Salt  Cars,  exchisivd  of  electri-  >■  65,800.00  58,400.00 

cal  equipment j  

$2,543,037.21  !j?l  ,126,927.21 


ELECTRIC  AND  CABLE  CAR 
EQUIPMENT. 

1,170  Motors  and  1,170  Controllers 
Equivalent  to  585  complete  2 
Motor    Electrical    Equipment    of 

cars 

15   Extra  K  Controllers 

5   Extra  ^lotors 

1 4  1   Extra  Armatures 

125  G.  E.   and  K-6   Controller-4  Motor 

Electric  Equi})ments 

1    Extra   Controller 

Grips 


$702,000.00 

1,125.00 

2,500.00 

21,150.00 

306,250.00 

200.00 

20,720.00 


*5-5,t00.00 

1,125.00 

2,500.00 

21,150.00 

304,960.00 

150.00 

2,000.00 


*1, 053,945. 00       $916,885.00 


TOOLS,  IMPLEMENTS,  SUPPLIES 
AND  MACHINERY. 

Per  schedule,  not  ]>reviou8ly  included .  .  . 

Wagons  and  Vehicles 

Harness 

Ottice  Furniture  and  Fixtures 


$37,907.00 

2  2,971.00 

2,415.00 

11,872.00 


$37,907.00 

20,673.90 

2,000.00 

11,872.00 


$75,165.00         $72,452.90 


VALUATION  I-:Sri.MA'lES  199 

VAUATIOX   ESTLMATK   No.    l .— (■..ntiinu.l. 

KKAL   KS'I'ATK,    milJ)IN(iS   AND 

I.MlMiO\K.MKN'l'S.  A.  II. 

Hoanl  uf  lu'vii'W  \'alu:itinii   inoj. 

Heal  Estati.' s(i2s,(i:.'.).(i(i       >:(i_'s,050.on 

BuiUlings si,o6it,-".i:).ou 

Less  Amount   of   IJiiilil-  ) 

iiiifs  iiu-linU'<l  in  for*'-  V  :{2;j,UU(J.U0     l,-J.!r),-_".to.uu     l,-Joo,'jno.OO 

sroiiio-  Kstimatvs )  ■  ^i,s»i:!,.?o4.00  Al, 868,854. 00 

SUM.M  \l{^  . 

Tracks NS,7s!t,o4j.tJ.!        ><.J,797,8-26.58 

PowtM-  Plants l,J>40,4.>U.()O  1, 072,44-2. 00 

HoUiiiir  Stock. 2,548,087.21  1,12(3,027.21 

Car  Kquiimu-iil 1,058,(145.00  l»ir.,S85.0n 

Tools,  IinpU'iiu-nts,  Supplies  ami  .Mac-hill-  /  _.   .    .  ^^^^  _.,   ,..,  ,,|| 

ery  not  lieretotore  listed \  '  "' 

Board  of  l^eview  \'aliiation  <»f  1!hi_'. 

Real  Estate 

Buildiiiijs  ami  1  iiiprox  I'liunts . 


02S,U5<».(IU  »32H,05U.OO 

1,285,2!I5.(HI  1,235,295.00 


xltj, 27 ;'.,'.»!>:!. S4      si  (j,  840,887.00 


To  the  ahove  sliouhl  i)e  added  the  follow- 
ing Capital  K.xpeiiditures  for  new  invest- 
ments maile  since  Dec.  8  1,  I'.iol,  (the 
date  upon  which  the  |)recedini;  values 
wt-re  compiled  I  and  Nov.    1st,    I'.Mii'. 

Track .sl:ii.',(Mi7.U0  , 

New  Power  Plant,  2  1st  / 
and   1  )earltorn   Sts  .  .  .    \ 

Kollin!^  Stock. I'M.  mi. no 

Real  Estate 7(i, 5(35.00 

l>uildini:>  and  Shops .{88,245.0(1 


I  IC, 5  18.00 


808,481.00  808,431.00 


Nl  7,  172,424.84      *11, 747,818. 69 


.\NAI.^  SIS  (11"    DKPKKi   I  ATldN 
Calilc,  Track  .mil    Pa\  iri^ 


Calilc  Steam   Plant; 

Calilc  Wintliii^  .Ma<'liincry  .  .  .. 

( 'alilc  1  JiiililiiiLis 

C.il.lf  KoUiiiL!  Slock  and  (nips 


Electric  and   llor>e  Trat-k 

Electric  Overhead  Trolley  Eipiipmeiil 

Electric  :ind  Morse  Track    PaviiiLT 

Electric   Stations 

Electri(-  and   Horse  Kollin*,'   Stock 

Electric  Car  Eipiipment 

'i'ools.   Implement^,  Supplies  and   Ma(-h'n- 
t'rv 

Total 


;j,n:!5,80(l.2l 

8()2,440.00 

824,54(1.(1(1 

H7,8(;2.(l(i 

793,720.0(1 

780,5S<.>.(1(1 
7  4,2(50.17 

1  t2,4('.7.67 
'.•L',ti(i(l.(IM 

f.t  1  ,  1   lO.lMI 

1  is.;;4(i.(Mi 


8:;,6l:;,»5 


2,V12.10  l,H|i,147.S>4 

A.",.424.«l(iB.  15 


:00  i  HE  CHICAGO  TRANSIX^RTATION  PROBLEM 


VAl.lAriON    KSriMAfK  NO.  -. 

Kstijiiato  of  i  osi  to  r^proiiaoc  New  *nd  l^^«>s<^t1t  Value  for  KWtric  Kailw  ay 
Pur^^iscj:  of  the  rhv^^ic^l  l"VoiH->rty  of  the  Chimiro  Vuion  IVaotiotj 


B 


TKA(K>,     TANlNi.    AND     ^]^  M  1  KV 

ooxsTKrn^Tox. 


I  h« 


47  60  Milc»s  of  Oable,  Single  Trjwli  ^as 

per  Appendix  H) . 
11.27  Miles!  at  ^T +,658, 17,  per  nnit  price 

Ks-timate  **H" $S41,00S.1S     f;      2^4,562.54 

S6.SS  Mile*  at  i^S6,82S.05,  per  nnit  price 

KstiniaU'  •*\" S,1S6,1 16.41  756,136.58 

•25S.-2S  Miles  of  Electric  and  Horse,  Single 
Track,  (as  ]>er  Ap}>pndix  **H"). 
5.i^S  Milcjs   4|  in.  lUil  at  $17,624^50, 

nnit  price  Estimate-  '^C" 102,7S0.88  25,6^7.70 

2.S:.M6  Miles  7  in.  RAilat  $16,250.67,  nnit 

price  Estimate  *'E'' ,%772,755.55  S,S95, 4^0.00 

20.24  Miles  9  in.  Kail  at  1:17,600.24,  nnit 

price  Estimate  "F'' S56,22^;.86  S20,605.f>f! 

i>\erhead  TVollev  Electrical  Constrnotion 
on  251.11  Miles  of  single  electric  track 
at  fT<,  100.03  per  mile  of  double  tra<"k, 
inclnding  Feeder  Wire,  per   nnit  price 

Estimate '^J'' 1,016,95S.77  915,262.90 

Miles  of  Single  Track  Paving. 
S8,22  Miles  Granite  at  #1 1,500,  nnit  price 

Esiimate  N  j: 4.39, 580  4 1 7,55,<l. 50 

7  7.96  Miles  Cobble  at  f  7,590,  nnit  price 

Estimate  ^d 5«l,7ie.40         *591,716.40 


*C\->bble  stone  pavement ,  instead  of  wearing  onts  improves  with 
nsi',  benco  has  not  been  de]»reciate<l.  It  is  either  worth  full  cost  to  re- 
produce or  pra<'iicjilly  nothing,  de}-»ending  ujv^n  whether  its  ose  is  ]'»er- 
miited  or  not . 


VALUATION  ESTIMATES 


201 


VAMATIoN   Esri>[ATK  No.    ..— Contimie.l. 

THACKS,   I'AVINC   AND   TROLLKV 

COXSTRICTION.— Coutiuued.  A.  H. 

5.36  Miles  Hriok  at   1:12,650,  unit   i.rict- 

Estimate  H  ; ♦J7,s04.oo  6l,o_'3.no 

5.70  Miles  Asphalt  at  *Il\s»().  unit  ]»rire 

Estimate//"^ 7:i,41«J.UU  00,074.40 

.33  Miles  Mac':nlamat#3,45U,  unit  price 

Estimate//^; 1,138.50  1,138.50 

r->4.80  Miles  Cedar  at  ^6,808,    unit  }.riee 

Estimate//./ 849,638.40  566,425.60 

5.86  Miles  Oak  at  *7,sju,  unit  price  Es- 
tiraate  H  S 45,825.20  -30,550.14 

258.23  4:11,294,882.05        ♦7,3S-_>,-2 1 7.64 


EIGHT   CABLE   STATIONS. 

Capacity  of  eiirbt  Stations,  consisting  of 
simple,  horizontal,  non-condensing  en- 
gines and  return  tubular  boilers,  totaliz- 
ing 15,550  engine  Horse  Power,  or 
8,100  boiler  Horse  Power,  including 
boilers,  pijiing,  engines,  ]>umps,  heaters 
and  all  accessories  pertaining  to  the 
steam  plant  required  for  c.ible  opera- 
tion, but  exclusive  of  the  winding 
machinery,  buildings  and  land. 

\X  an  average  price  for  all  sljitions  of 
?:40.00  per  Engine  H.  P.  or 
76.75  per  Boiler  H.  P 

Winding  machinery,  tension  carriages, 
pits,  subwavs,  sheaves, etc., and  all  ac- 
cessories thereto  at  4^40.80  per  H.  P. of 
engine  capacity 

Buildings,  stack  and  ft»undations,  at  *4  7 
]>er  Engine  Horse  Power 

A<i<l  for  Miscellaneous  Electric  Lighting 
Plants  in  Stations 


$622,000 
*634,0OO 

7  31,000 
20,000 


*  102, 050 
Will  cost  as 
much    to     re- 
move as  it  will 
sell  for. 

365,500 


12,007,000         $467,550.00 


IWo    KLECTRR     STATlnN>. 

12,150  K.  W.  Capacity,  including  Boil- 
ers, Engines,  (ienerators,  piping,  juunps, 
switchboards  and  all  accessories  neces- 
sary to  the  opfrati<»n  of  an  Electrical 
power  plant,  including  building  and  ex- 
clusive of  land. 

1  Station  3,t'U(.i  K.  W.  Capacity: 

Compounil,  horizontal,  condensing,  di- 
rect connected  units  and  return  tubular 
boiler  plant  at  $120.50  per  K     W 


470,224.98 


423,202.49 


202  THE  CHICAGO  TRANSPORTATION  PROBLEM 

^■AL^A'^I()N    estimate  no.    j.— Comimie.l. 

TNVO    ELEC'TKR'    STATIONS.— Con- 
tinued. A.  B. 

1  Station  8,'J.50  K.  AV.  Capacity: 

Compound,  horizontal,  non-con<k'nsinii^, 
direct  connected    units   and    water  tul)e 

boiler  plant  at  *9-2.8.5  per  K.  W 761,892.0.3  685,702.83 

f!  :5 ,  -289,117.01      *  1  ^1^55^2 

R0LLIN(4  STOC^K. 

611   Box     Motor    C^ars    complete     with 

trucks,  at  *1,20U ^       733,200.00      ^       .502,000.00 

47  2   Open    Motor    Cars     conijilete    with 

trucks,  at  *1,000 472,000.00  372,400.00 

594  Box  Trailers,   Cable   and  Electric, 

with  trucks  complete,  at  $1,000.  594,000.00  118,800.00 

699  Open  Trailers,  Cable  and  Electric, 

with  trucks  complete,   at  $800..  559,200.00  139,800.00 

299   Grip    Cars,    comi»lete    with    trucks 

and  grips,  at  -tl,200 358,800.00  29,900.00 

176  Snow   C^ars,    Mail  Cars  and   Work 

Cars,  at  *700 123,200.00  110,880.00 

*2,840,400T0Cr      |;l, 273, 780.00 

ELECTRIC  CAR  EQUIPMENT. 

80-4  Motor     Equipments,    complete,    at 

$1,400 $        112,000.00      *        100,800.00 

491-2   Motor     Equipments,     complete,    at 

$600 294,600.00  265,140.00 

50-2   Motor    Equipments,    complete,     at 

11,000 50,000.00  45,000.00 

1456,600.00    ~f410,940.00 

TOOLS,   IMPLEMENTS,   SUPPLIES 
AND  MACHINERY. 

Per  schedule,  not  previously   included.  .  .$       899,404.96      $       809,464.47 

REAL  ESTATE,  BUILDINGS  AND 
IMPROVEMENTS. 

Board   of  Review   valuation,    1902. 

Real   Estate.  .  . $   2,  161,258.00      $  2,161,258.00 

Buildings $      2,272,673.00 

Less  amount  of  IJuild- 
ings  included  in  fore- 
going   Estimate -t  949,700.00  1,322,973.00  1,322,973.00 

$3,484,231.00       $3,484,231.00 


VALUATION  ESTIMAl  ES  203 

N'AI.rATloN    KS'l'l.MA'I'K   No.   •_'.-  (oiitiiiiK.l. 
Sl'MMARV.  A.  15. 

Tracks n  i  |,  •_".t4,ssL'.(i:)  n    7,:!si',-_' 1  7.il4 

I'owtT    Plants :{, •_';$'.»,  I  17.01  l,o7(;,455.:{'j 

KoUiiiLT  Stock •_%S4(l,4<M).0(>  l,27;i,7s().fio 

Car  KqiiipiiUMit 4.")ti,t>()(i.(iu  4  I  (),!t4<i.()(i 

'I'ools,     lm|»l{'iiu'iits,     Suj)]ilicv     ;ui(l      .Ma 

cliiiUM-y si)'.i,4()4.1M;  S0l»,4b4.47 

Hoard  of  Ri'vk'w   valuation,    i'.tu^. 

Real  Estate 2, 1  f.  1 ,2o8.UU  •_',  i  ti  i ,  -Joh.oo 

liuildinfrs  and  Im])rov<Miu'nts I  ,;iL"2,97:i.O(J  1  ,:{2-J,i»7:J.Ot» 

x'J-J,-_'  1 4,t):i.57)7  *14,9:n,0Hs74ii 

These  fijjfures  <lo  not  inclii<le  the  \'an  l)iii-en  Street  Tunnel  \\  Iddi  is 
owned  by  the  West  Chicai^o  Street  Railroad  Tunnid  Co.  It  woidd  c(jst 
about  ^SU(»,U()U  to  reproduce  it,  but  llie  value  for  electric  railwav  |iur|»oses 
is  dependent  upon  the  adviHability  <>f  using  it  in  connection  with  a  sul)way 
system,  and  if  so  used  one-half  the  cost  to  reproduce  it  ("ould  probably  be 
realized. 

AN.MASIS    OF    DKPRKC  lATloN. 

Cable,  Track  and    I'avini^ s^, 986,420. 02 

Cable,  Steam    Plants 530,95(1.00 

Cal)le,  Windini;   Machinery ():{4,000.00 

Cal)le,  iiuildings ;{()5,5(ju.()(i 

C  ible.  RoUintr  Stock  and  (irips 1,228, 500. (J(J     >;5,749,:i7U.t;2 

Electric  and  Horse  Track 489,961.50 

Electric  Overhead  Trolley   Ecpiipment.  .  .  .  101,695.87 

Electric  and  Horse  Track  I'avint; .■{.■}4,5S0.:}0 

Electric  Stations 123,211.09 

Electric- and  Horse  Rollinu^  Stock :$4:i,  120.00 

Electric  Car  Eipiipnient 45,000.00 

Tools,  Implements,  Supplier  .iiid    .Machin- 
ery   Stl,94i).41t         1,528,175.97 

Total *7, 277, 546. 59 


204  THE  CHICAGO  TRANSPORTATION  PROBLEM 


COMBINED  SUMMARY   OF   VALUATION    ESTIMATES 

No  8.    I   and  2. 

Cable  Plant.                                                         Chicago  City  Ry.  Co.  Chicago  Union 

Traction  Co. 

Cost  to  repi'oduce 
per  Column  A. 

Tracks  and  Paring $2,999,725.99  |3, 977, 119. .54 

Steam  Plants 423,720.00  642,000.00 

Winding  Machinerv 324,540.00  634,000.00 

Buildings ". 194,724.00  731,000.00 

Rolling-stock  and  Grips 950,720.00  1,512,000.00 

$4,902,429,99  $7,496,119.54 

Depreciation  73^Vo  % 3,613,458.21  76-iW%      5,749,370.62 

$1,288,971.78  $1,746,748.92 
Electric  Plant. 

Electric  and  Horse  Track $3,111,374.07  $4,231,735.24 

Electric  Overhead  Trolley  Equip.           742,691.75  1,016,958.77 

Electric  and  Horse  Track  Paving,        1,935,250.82  2,069,068.50 

Electric  Station, 997,466.00  1,232,117.01 

Electric  and  Horse  Rolling  Stock,        1,613,037.21  1,328,400.00 

Electric  Car  Equipment 1,033,225.00  456,600.00 

Tools,  Implements,  Supplies  and 

Machinery 75,165.00  899,404.96 

$9,508,209.85  $11,234,284.48 

Depreciation  19  f^V  % 1,811,147.94  13  ^%%  %      1,528,175.97 

Present  Physical  Value $7,697,061.91  $9,706,108.51 

Land  and  Buildings 1,863,354.00  3,484,231.00 

New  Work 898,431.00 

Total  to  produce $17,172,424.84  $22,214,635.02 

Total  Depreci  itiou,  31  fV(T% 5,424,608.15   32jVo%         7,277,546.59 

Present  Physical  Value $11,747,818.69  $14,937,088.43 


PAIIT  VI.-CHAPTEK  VTII. 


VAJATATTOX  OF  LINES  rXDEK  EXPIRING  GRANTS. 


Reporting  on  the  reiiuirement  ''To  make  an  estimate  of  the 
value  of  all  lines,  the  franchises  of  which  do  not  expire  in  1903," 
the  following  is  submitted. 

To  make  such  as  estimate  involves  a  detemiination  as  to  what 
lines  do  expire  on  or  before  July  30th,  1903.  I  have  used  the 
report  of  tlie  Special  Council  Committee  of  date  ]\Iarch  28,  1898, 
for  the  data  relative  to  ordinances  and  have  prepared  a  number 
of  schedules  based  on  the  report.  That  report  claims  as  expiring 
or  tenninable  in  1903  the  grants  which,  according  to  the  conten- 
tion of  the  companies,  were  extended  until  1958,  by  the  so-called 
"99-year  act." 

The  schedules  are  divided  into  three  sections,  viz. :  Streets  on 
which  tracks  of  the  Chicago  City  Railway  Company  are  laid, 
streets  on  which  tracks  of  the  Nurth  Division  system  of  the  Chi- 
cago Union  Traction  Company  are  laid,  and  streets  on  which 
tracks  of  the  West  Division  system  of  the  Chicago  Union  Trac- 
tion Company  are  laid. 

Each  of  these  sections  is  sub-divided  into  six  parts,  — three, 
covering  grants  made  prior  to  July  30, 1883;  two,  covering  grants 
made  subsequent  to  July  30,  1HS3,  and  one,  covering  streets  on 
which  no  record  of  grants  can  be  found. 

The  three  parts  covering  grants  made  i)rior  to  July  MO,  1883, 
show : 

First.  — Those  grants  where  time  of  duration,  s]iecified  in  the 
grant,  causes  tliem  to  exi)ire  on  or  before  July  30,  1903. 

Second.  — Those  grants  having  special  provisions  relative  to 
purchases  by  the  city. 

Third,  — Those  grants  \u  whidi  no  time  ol"  duralion  is  speci- 
fied. 

Tlic  two  parts  cdvciing  ii:r;nits  inadc  subsefjuent  to  Julv  30, 
188:5.  show: 

205 


206  THE  CHICAGO  TRANSPORTATION  PROBLEM 

First.— Those  grants  where  time  of  duration  specified  in  the 
grant  causes  them  to  expire  or  on  before  July  30, 1903. 

Second.— Those  grants  in  which  no  time  of  duration  is  speci- 
fied. 

The  estimated  cost  or  value  of  the  lines  embraced  in  each 
schedule  is  computed  separately. 

The  totals  of  any  one  of  these  schedules,  or  the  totals  of  any 
combination  of  these  schedules,  or  the  sum  of  all  of  these  sched- 
ules (as  it  may  best  answer  the  purpose  at  the  time  of  considera- 
tion), deducted  from  the  estimated  value  of  all  lines  as  shown  by 
columns  A  of  Valuation  Estimates  (1  or  2),  or  from  columns  B, 
if  depreciation  is  taken  into  account,  answers  the  requirement 
*  *  To  make  an  estimate  of  the  value  of  all  lines,  the  franchises  of 
which  do  not  expire  in  1903."  All  estimates  in  this  chapter  are 
based  upon  the  tjnit  Price  Estimates  used  in  columns  A  of  Valu- 
ation Estimates  1  or  2. 


VALi'A'iiONS  r\ni:R  f.xpii^ix*;  r.R.wis  207 


SCHEDULE    X.     A. 

Grants  ynade  prior  to  July  ^o,  i88^,  on  streets  now  oocupicMl  hy 
Tiiuks  of  (MIU'A(4()  (  ITV  RAILWAY  CO.Ml'ANV,  where  time  of 
duration  causes  them  to  expire  on  or  before  July  ?t>,  igc^  Listed  as 
expiriiiLi;  July  '5(1,  I'.iii'i,  in  Report  of  March  2S,  1SI»8,  of  Special  Com- 
mittee of  the  City  Council. 

Distance       Feet  of 
STREET  FROM  TO  on  Sintrle 

Street.         Track. 

Clark  Street Washinuton  Street  Polk  Street 4,0()U  s,U0U 

isth  Street Waliasli  AvtMiue. .  .  Lidiana  Avenue.  .  .  U-iS  1,890 

Indiana  .Vvenue.  .  .  \x{\\  Street Cottage  Grove  Ave.  1,848  3,096 

Note:     Al)Ove  prior  to  "9'.t  ^'ear"  Act. 

\'an   lluren  Street  .State  Street Wabash  Avenue.  .  .  +<i7  9;U 

Indiana  -Vvenue.  ..  ;i'.)th  Street o  1  st  Street 7,788  15,57(5 

.jlst   Street Imliana  Avenue.  ..  (irand  Boidevard..  i ,  I  1  l'  2, '224 

Lake  Street Waliasli  Avenue.  .  .  State  Street 400  800 

State  Street Unh  Street 55th  Street  S.  'V.  .  .  Id, 500  10,56(1 

State  Street 55tli  Street {V\v<\  Street  S.  T.  .  .  5,345  5,345 

32,405    49,025 

Feet  of  Street .{2,405  =  0.15    Miles. 

Feet  of  Cable  Track 15,905  =  3.00   Miles. 

Feet  of  Kh'ctric   Track  ...  33, 120  =  0.28   Miles. 

Feet  of  single  track 49,025  =  9.28 


Ksri.M.VlK!)  COST  OR    \  ALIK. 

3. (to  Miles  Cable 'I'rark  per  unit  price  Kst.  "A  "  at  $80,323.05  =$25^,909. 16 
(».2><  .Miles  Klectric  Tra<k   pir    unit    \'.al.     Kst.     I, 

averau'e  price 10,79(i.OO=i    1(15,478.88 

0.2S  Miles  Pavintr  per  \al.  Vm  .  1,  averaLTr  price.  i(»,447.0()=  «5,0O7,16 
0.2H  Miles   Overhead    Kleitric    Con-^t  ruii  imi,    per 

unit  price  Kst.  (i  at  ssf^.ioo  p'U   mile   D.  T...  =      25,434.09 

^455,489.28 


208  niE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  X.     B. 

Grants  made  prio?'  to  July  ^o,  iSSj,  on  Streets  now  occupied  by 
Tracks  of  the  CHICAGO  CITY  RAILWAY  COMPANY,  in  which  the 
provisions  appeared,  for  2§  years,  and  thereafter,  until  City  purchase 
plant  and  equipment,  or  for  20  years  and  until  Council  order  for 
private  purchase.  Listed  as  Expiring  July  30,  1903,  in  Report  of 
March  28,  1898,  of  Special  Committee  of  the  City  CounciL 

Distance      Feet  of 
STREET  FROM  TO  on  Single 

Street  Track 

State  Street Lake  Street 31st  Street 16,896    33,792 

22nd  Street State  Street Cottage  Grove  Ave.      1,385      2,770 

Cottage  Grove  Ave. 2 2nd  Street 31st  Street 5,280    10,560 

Archer  Avenue.. .  .State  Street Ilalsted  Street....       6,232    12,464 

Note:     Above  prior  to  "99  Year"  Act. 

Halsted  Street  ...  .So.  Br.  Chi.  River.  39th  Street 9,822    19,644 

Wabash  Avenue  ..  Madison  Street Lake  Street  S.  T. . .       1,300      1,300 

40,915    80,530 

Feet  of  Street 40,915=   7.75  Miles. 

Feet  Cable  Track 47,502  =   9.00  Miles. 

Feet  Electric  Track 33,028=    6.25  Miles. 

Feet  Single  Track 80,530  =  15.25  Miles. 


ESTIMATED  COST  OR  VALUE. 

9.00  Miles  Cable  Track  per  unit  price  Est.  "A"at$86,323.05  =  f!776,907.45 

6.25  Miles  Electric  Track  per  valuation  Est.  No. 

1,  average  price 16,796.00=    104,975.00 

6.25  Miles  Paving  per  valuation  Est.  No.    1,   av- 
erage price 10,447.00=      65,293.75 

6.25  Miles  Overhead  Electric  Construction,    per 

unit  price  Est.  G  at  |8, 100.03  per  mile  D.T.  =      25,272,00 

$972,448.20 


WM.IA  i  lOXS   l"Xl)|-.R    i;.\I'IKl.\(.  cK.wrs  209 


SC'llKDCLK   X.     C. 
(r rants  made  prior  to  Jul \'  ^u,  /SSj,   on  Sircets  now  occniiiiMl    l)y 
Tnuks   ..r  C'IIICA(;()  (  rrV    railway   COMI^ANV,   zc/icre   no  time 
of  duration   is  specified.      Listed   as  expiiiiii;  at  will  of  City,  in  Report 
of  March  28,  1898,  of  Special  Committee  of  the  City  Council. 

Distance       Feet  of 
STREET  FROM  TO  on  Single 

Street  Track 

1 8th  Street State  Street WaUash  Avenue. . .          4  10  820 

Indiana  Avenue.  . .  22nd  Street ;5'Jth  Street lU,o;57  21,074 

Note:     Aliove  ])rior  to  "99  year"  Act. 

Clark  Street Polk  Street 22nd  Street 7,025  14,050 

Wabash  Avenue. .  .  Madison  Street 22nd  Street 10,750  21,500 

Ma«l  ison  Street. .  .  .  Wabash  Avenue . . .  State  Street 400  800 

State  Street 4 1st  Street .01st  Street  S.  T.  . .     1:5,  IGO  l.S,  106 

Wentwortli  Ave. .  .  01st  Street 0:3rd  Street 1,050  2, 112 

03rd  Street Wentworth  Ave. .  .Sfjwart  Avenue.  .  .        I,.n5  2,030 

39th  Street Cottatje  Grove  Ave. State  Street  S.  T.  .       5,300  5,300 

49,905  81,458 

Feet  of  Street 49,905=   9.40  Miles. 

Feet  of  Ciblc  Track  ..  ..:{5,000=    0.04  Miles. 

Feet  of   Electric  Track  .  .40,:{92=    8.79  Miles. 

Feet  of  Single  Track.  .  .  .81,458  =  15.43  Miles. 

KSTI.MATKI)  COST  oR   VALCK. 

0.64  Miles  Cable  Track  per  unit  price  Kst.  "A"  at  xso, 323.05  =  *5 73,185. 05 
S.79  Miles  Electric  Track  jicr  valuation  Est.   1  at 

average  price 1  0,  79<'».0(i -^     i4  7,03t(.s4 

8.79  Miles  P.iNJMi,'  per  valii;ilion    Ksl.     I    at    avi-r- 

age   price io,447.0(i  9  l,s2'.t.  1  ;j 

8.79  Miles    <)\criica<l    Electric    ( 'oiislnict  i<>n    per 

unit  price  Est.  (i  at  ss,  loo.o:;  per  mile  of  D.T.  =      36,559.00 

$848,210.02 


210        'i'HE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  X.     D. 

Grants  made  suhscquent  to  July  jo,  iSSj,  on  Streets  now  occupied 
by  Tracks  of  CHICAGO  CITY  RAILWAY  tMJMPANY,  where  time 
of  duration  causes  them  to  expire  on  or  before  July  jo,  igoj.  Listed  as 
e-\piring  July  W,  1903,  in  Report  of  March  28,  1898,  of  Special  Com- 
mittee of  the  City  Council. 

Distance      Feet  of 
STREET  FROM  TO  on  Single 

Street.        Track. 

Archer  Avenue  .  . .  Halsted  Street. .  .  .Western  Avenue  .  .  13,200  26,400 

Pitney  Avenue ....  Archer  Avenue  ...  3 1st  Street }  , .-,  orvr,  n^  r.,>rv 

31st  Street Fitney  Avenue. . .  .  Lake  Park  Ave. .  ) 

Canal  Street Archer  Avenue  . .  .29th  Street 3,352  (5,704 

29th  Street Canal  Street Wallace  Street   .  .  .  875  1,750 

Wallace  Street ....  29th  Street 39th  Street <i,  1 1 7  12,234 

Ashland  Avenue  .  .  Archer  Avenue. . .  .  3  9th  Street 5,808  11,616 

35th  Strec't Cottage  Grove  AveRhodes  Avenue  ...  982  1 ,964 

21st  Street State  Street Dearborn  Street .  . .  400  800 

Dearborn  Street.  .  .  21st  Street 20th  Streot 400  800 

Madison  Street..  .  .Michigan  Avenue  .Wabash  Ave.  S.  T.  400  400 

Michigan  Avenue.  .Washington  Street. Randolph  St.  S.  T.  400  400 

Randolph  Street  ..Michigan  Avenue  .Wabash  Ave.  S.T.  400  400 

46,134  91,068 

Feet  of  Street 46,134=    8.73   Miles. 

Feet  of  Cable  Track 1,200=      .23  Miles. 

Feet  of  Electric  Track. .  .  89,868  =  17.02  Miles. 
Feet  of  Single  Track  . .  .  .91,068  =  17.25  Miles. 

ESTIMATED  COST  OR   VALUE. 

.23    Miles   Cable    Track    per     unit   })rice     Est. 

"A"  at ^86,323.05  =  *    19,854.30 

17.02  Miles  Electric   Track    ])er  valuation  Est.   1 

at  average  j.rice 16,796.00=    285,867.92 

17.02  Miles  Paving  per  \aluation  Est.  1  at  aver- 
age price. 10,447.00=    177,807.94 

17.02  Miles  Overhead  Electric  Construction  per 
unit  price  Est.  G.,  at  ^8,100.03  per  Mile  of 
D.  T =      68,931.00 

$552,461.16 


VALUATIONS    UNDER    EXPIRING    GRANTS  211 


SCHEDULE    X.    E. 

Grants  made  subsequent  to  July  ^o,  iS8j^,  on  Streets  now  ocou- 
j.ied  l)y  Tracks  of  CHICA(;()  I'lTV  RAILWAY  COxMPANV,  where  no 
time  of  duration  is  specified.  Listed  as  expiring  at  will  of  City,  in 
Raport  of  March  l'S,   1S98,  of  Special  Committee  of  the  City  Council. 


Distance  Feet  of 

STREET                                  FROM                                       TO                                on  Single 

Street  Track 

,- ■     -  ^ 

:59th  Street State  Street Wentworth  A.  S.T.       1,:306  1,8U0 

Wentworth  Ave.  .  .  .39th  Street G.-^rd  Street 1  5,S40  3  1,6H() 

•Utth  Street Wentworth  Ave.  .  .Ilalsted  Street  S.T.       4,U14  4,Ul-t 

01st  Street State  Street Wentworth  Ave..  .        1,.3UG  2,012 

47tli  Street State  Street Ilalsted  Street 5,-_'b0  10,oO(t 

State  Street 03rd  Street \'ineennes  Av.  S.T.       4,158  4,158 

Vincennes  Avenue. State  Street 09th  Street 880  1,700 

09th  Street Vincennes  Ave  .  .  .  .Ilalsted  Street  ....       4,948  9,890 

Ilalsted  Street  ....  63r(i  Street 09tli  Street 3,828  7,656 

Ashland  Avenue.  ..39th  Street 55th  Street 10,500  21,120 

b9th  Street Ilalsted  Street  ....  Ashland  Avenue. .  .       5,28(i  10,500 

Wi'utworth  Ave.  .  .  03rd  Street Vincennes  Ave.  .  .  .       0,330  12,072 

09th  Street Aslilan<l  Avenue.  .  .  Leavitt  Street 4,680  9,30o 

Vincennes  Avenue. 09th  Street 79th  Street 7,015  14,03o 

79tli  Street Vincennes  Avenue. Halsted  Street  ....       2,680  5,360 

.\sliland  Avenue  .  .  O-ird  Street 09th  Street 6,950  13,900 

S."),(i01  100,044 

Feet  of  Street 85,061  =  10.  I  1   Miles. 

Feet    of   Electric  Track.  100,644  =  30.42  Miles. 

Feet  ot   Single  Track. .  .160,644  =  30.42  Miles. 


KSITM.VTEI)  COST    (>K    V.M.IK. 

30.42  Miles  of  Electric  Track  per  v.aluation    Est. 

1,  average  price >;10,790.0(i.-*5  l(i,934.32 

30.42  Miles  of    Paving   pjr  valuation    Est.    1,  at 

average   jjrice in, 447. 00=    317,797.74 

30.42   Miles  of  Overhead   Electric   Construction 

per  unit  price  Est.  (J.,  at  ijiS,  I(i0.03  per  Mile 

of  I).    T =    1 23,20  LUO 

$9M,y33T06 


212        THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  X.     F. 

No  Grants  founds  on  streets  now  occupied  by  Tracks  of  CHICAGO 
CITY'  RAILWAY'  COMPANY.  Listed  as  expiring  at  will  of  the  City, 
in  Report  of  March  28,  1898,  of  Special  Committee  of  the  City  Council. 

Distance    Feet  of 
STREET  FROM  TO  on  Single 

Street.        Track. 


Archer  Avenue  .  . .  Western  Avenue  . .  38th  Street 528  1,050 

Ashland  Avenue  . .  55th  Street 63rd  Street 5,305  10,610 

Cottage  Grove  Ave.  31  St  Street 39th  Street 5,280  10,560 

Dearborn  Street . .  .  20th  Street Archer  Avenue 200  400 

Halsted  Street  ....  39th  Street 63rd  Street 15,840  31,680 

Root  Street State  Street Stock  Yards 5,696  11,392 

State  Street 3 let  Street 39th  Street 5,2S0  10,560 

State  Street 39th  Street -list  Street  S.  T  .  . .  1,058  1,058 

State  Street 61st  Street. 63rd  Street  S.  T. . .  1,320  1,320 

iVth  Street Halsted  Street ....  Ashland  Avenue  .  .  5,280  10,560 

38th  Street Archer  Avenue  .  . .  Kedzie  Avenue. . .  .  4,752  9,504 

39th  Street Cottage  Grove  Ave.  State  Street  S.  T  . .  5,319  5,319 

39th  Street .State  Street Wentw'h  Ave  S.  T.  1,306  1,306 

63rd  Street Stewart  Avenue. .  .Ashland  Avenue  .  .  7,920  15,840 


65,084    121,165 

Feet  of  Street 65,084  =  12.32  Miles. 

Feet  of  Cable  Track 23,498=    4.45  Miles. 

Feet  of  Electric  Track.  .  97,667  =  18.50  Miles. 


Feet  of  Single  Track. .  .121,165  =  22.95  Miles. 


ESTIMATED  COST  OR  VALUE. 

4.45  Miles  Cable  Track  per  unit  priCviEst.  "A"at  $86, 323. 05=$384, 137. 57 
18.50  Miles  of  Electric  'J'rack  per  valuation  p]st.  1, 

average  price 10,796.00=   310,726.00 

18.50  Miles  of  Paving  per  valuation   Est.    1,   at 

average  ja-ice 10,447.00=    193,269.50 

18.50  Miles  of  Overhead  Electric  Construction  per 

unit  price  Est.  "G"  at  18, 100.03  per  mile  D.  T.  =      74,925.00 

$963,058.07 


\'ALIA'1"I0XS    UXDHR    KX  PI  RING    GRANTS  213 

SCHEDULE  XI.      A. 

Grants  made  prior  to  July  j^o,  /iSSj,  on  Streets  now  occupied  by 
Tracks  of  the  NORTH  DIVISION  SVSTE.M  of  the  ('HR'A(40  UNION 
TRACTION  COMPANY,  where  ti;fic  of  duration  cmumcs  them  to  expire 
on  or  before  July  30,  lOO.i.  Listed  as  expiring  July  ;i(i,  19(J;5,  in  Report 
of  March  -JS,   1898,  of  Sjtecial  Committee  of  the  City  Council. 

Distance       Feet  of 

STREET  FROM  TO  on  Single 

Street  Track 

Clark  Street Randolph  Str^^et. .  .  Washington  Street.  450  900 

State  Street Lake  Street Center  Ch.  R OOo  l,i!Oi) 

Clark  Street N.  Water  Street. .  .  Fullerton  Avenue  .  l.S,7-J8  27,45(i 

Division  Street Clark  Street Clybourn  Ave 2,904  5,808 

Clybouru  Avenue. .  Division  Street ....  Racine  Avenue.  ..  .  0,996  13,992 

Clybourn  Avenue. .  Racine  Avenue.  . .  .Fullerton  Avenue.  .  4,092  8,184 

Se<igwick  Street. .  .  Division  Street. .  .  .Center  Street 5,296  10,592 

Chicago  Avenue. .  .Clark  Street Chicago  River.  .  .  .  6,732  13,464 

Note:     Above  prior  to  "99  Year''  Act. 

Center  StrcL't Clark  Street Lincoln  Avenue.  .  .  750  1,500 

Lincoln  .Vvenue.  .  .Center  Street Fullerton  Avenue  .  "!,900  7,920 

Division  Street. .  .  .State  Street Clark  Street 660  1,3  40 

State  Street Michigan  Street .  .  .  Division  Street.  .  .  .  5,()16  10,032 

Sedgwick  Street.  .  .Chicago  Avenue. ..  Division  Street  .  .  .  2,644  2,644 

.Market  Street Chicago  Avenue. .  .  Division  Street  .  .  .  2,645  2,645 

56,473  107,657 

Feet  of  Street 56,473  =;  10.69  Miles. 

Feet  of  Cable  Track.  .  .    58,613  =  11.10  Miles. 
Feet  of  Electric  Track.    49,044=   9.29  Miles. 

Feet  of  Single  Track.  .  .  107,657  =  20.39  Miles. 


ESTIMATED  COST  OK   VAM  K. 

II.  Ill    .Miles    ('abb-    'I'nu-k    per    unit     price     Est. 

"A"  at  ... -sS)), 323. 05=:t:958, 185.85 

it. 29  Miles    Electric  Track  per  valuation  Est.  2, 

average  price 16,388.00=    152, 244. 5j 

9.29  Miles  Paving  per  valuation  Est.  2,  average 

price s, (I  I2.no  =      74,43  1.48 

9.29  Miles  Overhead   Electric   Construction  per 

unit  ]. rice  Est.  "G,"  at  *8, 100.03    per    Mile 

of  1).  T 37,684.00 

111,222,445.85 


214        THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  XI.     B. 

Grants  7nade  prior  to  July  j^o,  i88j^  on  streets  now  occupied  by 
Tracks  of  the  NORTH  DIVISION  SYSTEM  of  the  CHICAGO  UNION 
TRACTION  COMPANY  in  which  the  provision  appeared.  Till  October 
/,  i8g^,  and  thereafter,  if  Company  elect,  till  City  purchase  line  and 
equipment.  Listed  as  expiring  July  30,  1903,  in  Report  of  Marcli  28, 
1898,  of  Special  Committee  of  the  City  Council. 

Distance    Feet  of 
STREET  FROM  TO  on  Single 

Street.       Track. 

5th  Avenue Randolph  Street, .  .Chicago  River. .  . .      1,000       2,000 

Wells  Street Chicago  River.  .  .  .Clark  Street 10,032     20,064 

11,032     22,064 

Feet  Street 1 1,032  =  2.09  Miles. 

Feet  of  Cable  Track 18,708  =  3.54  Miles. 

Feet  of  Electric  Track.  ...    3,356=   .64  Miles. 

Feet  of  Single  Track 22,064  =  4.18  Miles. 


ESTIMATED  COST  OR  VALUE. 

3.54  Miles  Cable  Track  per  unit  price  Est.  "A,"  at  -fse, 323.05     1305,583.60 
.64  Miles  Electric  Track  per  valuation  Est.  2, 

at  average  price 16,388.00  10,488.32 

.64  Miles  Paving  per  valuation  Est.  2,  at  aver- 
age price 8,012.00  5,127.68 

.64  Miles  Overhead  Electric    Construction,    per 

unit  price  Est.  "G"  at  $8,100.03  per  mile  of  D.  T.  2,592.00 

$a23,791.60 


VALUATIONS  IXUKR  I'.X  I'l  Ul  .\(,  CKAXTS  21. 


S(  IIKDILK   XI.      C. 

(tranti  Duuic  prior  to  Julv  jo,  /SS-;,  on  Sti-oels  now  ()cciij)ie(l  hv 
Tracks  ol  tlu-  NORTH  DIVISION  SVSTP:M  of  tho  CHI('A(40  IMoX 
TRACTION  COM  PAN  \\  whore  //o  time  of  duration  is  specified.  Listcil 
as  exijiriny  at  will  of  City,  in  Report  of  .Marcli  2s,  is'.is,  of  Sjtecial 
Committee  of  the  City  Council. 


Distance-  K.-.-i  <>l 

STREET  l-'KO.M  T(»  ,.ii  Sint'l.- 

Stifii  Track 


Clark  Street Fulkiton  Avenue  .Diversey  Avenue.  .  2,904  5,80h 

Graceland  Avenuo.  Evanston  Avenue. .  Clark  Street 3,096  7,392 

State  Street Center  Chi.  R. .  .  .  Michisran  Street.  .  .  1,000  2,000 

Larrabee  Street  .  .  .Chieaofo  Avenue.  .  .Lincoln  vVvenue.  .  .  9,2G5  1h,."):50 
Note:      Al)i)ve  prior  to  "99  Year"  Act. 

Clark  Street Center  Chi.  River .  Randolpli  Stret't  ..  .  1,(M)(i  -.^OOO 

Clark  Street Center  Chi.   Kivei'.N.   NN'ater  Street .. .  Oou  1,2(mi 

Lini'oln  A\  cniie  .  .  .  Fullei-toii  A  venue  .  XNiiufhl  wood  Ave  . .  1,9H2  3,9(54 

20,447     4<i.s04 

Feel  of   Stri-et 20,447  =  .3. s7   .Miles. 

Feet  of  Cable  Tr.ick 3,9(J4=   .7t  .Miles. 

Feet  of  Electric   'I'rack..  .30,930  =  7.01)  .Miles. 
Feet  of  Sinyle  Ti-.ick 40,s94  =  7.74  Miles. 


ESTl.M.VIKI)  (  OST  oli    N'AI.IK. 

.74  .Mill's  Cable  Track  per  unit  price  Est.   ".\." 

at .sHt;,.!  j:{.(».-)  =!s;()3,  h79.(I(! 

7.iiti  Miles    Electric    Tr.ack    per    v.iluation  Est.  2. 

at  average  price 1  t»,3Ss.(i(i      I  l  |,7  1(1. oo 

7. oil  .Miles  i'aviuL^  per   valuation    Est.  j,  at    aver- 
age ]»rice --,0  1  .'.oo  r     .")»). OS}. 00 

7.0<t  Miles   ()verliea<l    Electric    C(Misl ruct ion,  per 
unit    price    Est .  "( i,  ' '  ;it    >;s  j  uo.ii.i  p,.r  mile 

of  I ).  T =    28,350.00 

f!203,O29.or> 


216  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  XL     D. 

Grants  made  subsequent  to  Julx  jo,  iSS'j,  on  streets  now  occupied 
by  Tracks  of  the  IN  ORTH  DIVISION  SYSTEM  of  the  C  H IC  AGO  UNION 
TRACTION  COMPANY  where  time  of  duratioti  causes  them  to  expire 
on  or  before  July  JO ^  ^QOJ-  Listed  as  expiring  July  30,  1903,  in  Report 
of  March  28,  1898,  of  Special  Committee  of  the  City  Council. 

Distance     Feet  of 
STREET  FROM  TO  on         Single 

Street.      Track. 

Chicago  Avenue. . .  Chicago  River  ....  Millwaukee  Avenue      3, 1G8      6,336 

Feet  of  Street 3,168=   .60  Miles. 

Feet  of  Electric  Track  . .  .  .6,336  =  1.20  Miles. 


ESTIMATED  COST  OR  VALUE. 

1.20  Miles  of  Electric  Track  per  valuation  Est.  2, 

at  average  price $16,388.00  =  $19, 665.00 

1.20  Miles  Paving  per  valuation  Est.  2,  at  aver- 
age price 8,012.00=      9,614.40 

1.20    Miles    Overhead    Electric   Construction    per 

unit  price  Est.  "G"  at  $8,100.03  per  Mile  of  D,  T.  =     4,860.00 

134,140.00 


X'ALLAIIUXS    LXDIlK    JCXI'IKIXU    GRANTS 


217 


SCHEDULK  XI.     K. 

(rrants  made  subsequent  to  July  jo,  /SS[^,  ou  streets  now  occupied 
by  Tr;uks  of  the  NORTH  DIVISION  SYSTEM  of  the  C^HICAGO  UN- 
ION TK ACTION  ("OMPANV,  jv/iere  no  time  of  duration  is  specified. 
Listed  as  expiring;  at  will  of  City,  in  Report  of  March  28,  18'js,  of  Special 
Coiiiiiiittcc  of  the  ("itv  Coiiiicil. 


STREET 


FROM 


TO 


Distance 

on 
Street. 


Feet  of 
Single 
Track. 


Lincoln  Avenue.  ..Wrightwood  Ave.  .Belmont  Avenue  . 
Ashland  Avonuc.  .  .  Bclinont  Avenue  .  .(iraceJand  Avenue 
Kvaustoii  Avenue. .  Diversey  Avenue.  .Graceland  Avenue 

(iracelan<l  Avenue.  Clark  Street Ashland  Avenue.  . 

Helniont  .\venue  .  .Lincoln  Avenui-.  .  .  Robey  Street 

Rdln'V  Street.. Belmont  Avenue  .  .  RoBcoe  IJoulevar<l 

Riiscoe  Boulevard  .  Rohey  Street Western  Avenue.  . 

Shetlield  Avenue.  .  .('lark  Street Lincoln  Avenue.  . 

Feet  of  Street :VJ,:i77  -    f..  1 :{  .Mih 

Feet  of  KJectric  Track  .  .  .<>4,  7.")4=  Il'.lm;  MiK. 


5,6.'i6 

11,272 

5,  ••{28 

10,656 

7,576 

15,152 

1,71G 

3,432 

2,02() 

5,252 

1,:3l'!. 

2,658 

•J,  500 

5, 1  20 

5,UUti 

11,212 

32,377     64,754 


ESTIMATED    COST  OR    V.\LrE. 

I2.2t>  Mile>   Klcclric  Track,  per  \aluatioii   Est.   l', 

average    priic $1  6, 38H. 00  =$200,916.88 

1  2.26  Miles  Paving,  per  valuat  ion  Kst.  2,  average 

price s,oii.'.oo_n     U8,227.12 

12.26  Miles  Overhead  Electric  (  uHHtruction,    por 

unit  price  Kst.   "(;'■  per  Mil. ■    j).  T 8,IO(t.03=       49,663.00 


$348,707.00 


218  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  XI.     F. 

No  grants  found,  on  streets  now  occupied  by  tracks  of  the  NORTH 
DIVISION  SYSTEM  of  the  CHICAGO  UNION  TRACTION  COM- 
PANY, listed  as  expiring  at  the  will  of  the  City,  in  the  report  of  March 
28,  1898,  of  the  Special  Committee  of  the  City  Council. 

Distance    Feet  of 
STREET  FROM  TO  on  Sini^le 

Street.      Track. 

Center  Street Lincoln  Avenue.  .  .Racine  Avenue. .. .  .5,289  5,289 

Garfield  Avenue. .  .Racine  Avenue. .  .  .Lincoln  Avenue.  . .  4,627  4,627 

Racine  Avenue.  . . .  Center  Street Webster  Avenue  . .  1,320  1,320 

^Vebster  Avenue  .  .Racine  Avenue. .  .  .Lincoln  Avenue  .  . .  3,958  3,958 

15,194  15,194 

Feet  of  Street 15,194  =  2.88  Miles. 

Feet  of  Electric  Track 15,194  =  2.88  Miles. 


ESTIMATED  COST  OR  VALUE. 

2.88  Miles  Electric  Track  per  valuation   Est.   2, 

average  price I   16,388.00  =  1  47,197.44 

2.88  Miles  Paving  per  valuation  Est.   2,  aver- 
age price 8,012.00=      23,074.56 

2.88  Miles  Overhead  E'ectric  Construction,  per 

unit  price  Est.  *'G,"  per  Mile  D.  T 8,100.03=      11,664.00 

$81,936.00 


VALUATIOXS    l-NHKR    I-.X1MRI\C;    (jRAN  IS 


219 


SCIIKDl'I.K   XI.      Al. 

(rKd/ifs  made  prior  to  /ul\'  •,'<'.  iSS^,  on  sticM-  now  ()ccii|)ici|  liy 
Tracks  of  the  WKST  DIVISlOX  SYSTIvM  of  t  li  ■  CI  1  U '  A( ;()  T  X  K  )X 
TRACTIOX  CO.MPAX'V,  where  time  of  duralio)!  causes  them  to  expire 
0)1  or  before  July  JO,  igo^.  Listed  as  evpiriny:  July  'in,  i;mi:5,  in  report 
of  Marcli  -28,   1898,  of  Special    C/niiiiuiiiee  of  the  City  Council. 


STREET 


FROM 


TO 


Distance    Feet  of 

on  Sinjflc 

Street.      Track. 


KaiKlolph  Street. .  .State  Street Union  Park    )  >,    ,  i  • 

r.ryan  Flaee Randolph  Street.  .  .  Lake  Street    i"  '  '  '  '     '    '  -'N'^-^'' 

hesplaines  St  roet.  .  Lake  Street .Milwaukee  Avenue.       1,188      -Jj^TO 

.Milwaukee   Avenueliuliana  Str.'ct Xorth  Avenue  ....     l(i,.TOn   21,120 

oth  Aveinu' Randolph  Stre.'t.  .  .  I'olk  Street 4,752      9,504 

i'olk  Street    Canal   Street 5tli  .Vvenue l,57(i      :),14i) 

\'an  IJureii  Street.  .  State  Street ()o-den   Avenue..  . 

I  L'th  Street \Val»ash  Avenue.  .  .  Canal  Stre.-l 

Note:--- Alio\c  priur  to  ••'.ti»  year"  Act. 

Lidiana  Street Ilalsted  Street   ....  Western  Avenue  . 

.Milwaukee  Avenue. Clinton  Street    ....  Indiana  Street    .  .  . 

Clinton  Street Kand.dpli  .^trcet   .  .  .Milwaukee  .\\enu( 

12th   Street \shlanil   .\\  ciiue  .  .  Oi^den   ANeniie... 

Randolph  Stieet.  .  .  W'ahash    .\.\  enue  .  .  State  Street    

Madison  Street  .  .  .  .  I  Ionian  A\enue  .  .  .  I  land  in     \\  enue .  .  . 

IJlue  Island  A\  enueLeavitt  Street Western  A\"enue  . 

.Milwaukee'  A\  enue. Clinton  Street    ....  Lake  Street 

Lake  Street Rockwell  St  reet  .  .  .  I  Ionian   .\\  enue  . 

Lake  Street State  Street    I'nion  I'ark 

Lake  Street NN'aliash  .\\ enue   .  .  State  Street 

(  )L:(len    A\  enue  .  .  .  .  We-tciii   .\\  eiiiie  .  .  40th  A\  enue Il,.!52    22,7u4 

Leavitt  Street Indi m  i  St  reet    .  .  .  .  Chicairo  .\\  eniu-   ..       1,S48      .{,4'.Mj 

.\rniitaL(e  Avenue  .  Washtenaw    .\\  e  .  .  .  (  alifornia  .\viiue. 

(  alifornia  ,\\  enue  .  XOit  li  A  \  enue \iniitaL;c  .\\  enuc 

.\rniitage  .Vvenue  ..Milwaukee  .\  vcniie  W'asht  eiiaw   .\\cnui 
.Milwaukee  .\venue  Xorth  .Vvenue \rnii(aLre  .\venue  . 


12,144  2  4,2  88 

.•!,0'.m;  7,:592 

ill, olid  2  1,120 

2,:i7(j  4,752 

H2-1  1.S48 

:!,<)i)0  7,920 

4.")0  900 

800  l,(iO(> 

1,452  2.904 

79-_'  1,58  4 

I), :;:{(•»  12,()72 

;i,'.M)(i  l'.i,s()0 

-J  on  soft 


l,-!2i  2,<i40 

2,i)4ti  5,280 

7H2  1,584 

4,22  4  S,448 


I  04,350   207,9 1 H 

l(»4,.t5(i       l'.t.7f,  Miles. 


I*'eet  of   Street  ...... 

Feet  of  Cahle,  type  '.V'  29,709=  5.02  .Miles. 
Feet  of  enable,  type  •  15"  7,820=  l.4H.Mih'.s. 
Feet  of  Electric  Track  .  .  n;9, 104  =  :{2.05  Miles. 
Feet  of  Horse  Track  .  .  I,21U=      .23  Miles. 

Feet  of  Sinirle  Track.    .  .  2o7.9  1  s  —  :{5».;?s  MiJen. 


220  'II IK  CHICAGO  TRANSPORTATION  PROBLEM 

SCHEDULE  XI.      Al .— ContimuMl. 

ESTIMATED  COST  OR  VALUE. 

5.62  Miles  Cable  Track  of  type  given  in  unit 

price,  Est.    <'A,"  per  valuation  Est.  -2 ii^SG, 323. 05  =  ^485,135.54 

1.48  Miles  Cable  Track  of  type  given  in  unit 

price  Est.  "B,"  per  valuation  Est.  2.  .  . .      74,623.17=:    110,442.29 
32.05  Miles  Electric  Track,  per  valuation  Est.  2, 

average  price 16,388.00=    525,235,40 

32.05  Miles   of  Paving,    per    valuation   Est.   2, 

average  price 8,012.00=   256,784.60 

32.05    Miles   Overhead    Electric    Construction, 

unit  price  Est.  G,  Mile  D.  T 8,100.03=    129,762.00 

,23  Miles  Horse  Track,   per  valuation  Est.  2, 

average  price 16,388.00=        3,769.24 

.23  Miles  Paving,  per  valuation  Est.  2,  aver- 
age price 8,012.00=         1,842.76 

$1,512,971.83 


\.\1.UATI0NS    UNDER    EXIMKIXC    GRANTS  221 


SCIIKDILK    XI.      i;i. 

(ffdiits  made  prior  to  July  jo,  /SSj,  <>ii  Streets  uow  occui>ic(l  l»y 
Tracks  of  Uic  WKST  DIVISION  SYSTEM  of  the  CHICAGO  UNION 
TRACTION  CO.M  I'AN  ^  ,  in  wliieh  the  provisions  appeareil,  ^r  ^f  y^ars, 
luid  thereat tcr,  until  City  purchase  plant  and  equipment,  or  for  20  years 
afid  until  Con  neil  order  for  private  purchase.  Listed  as  expirini^  .Inly 
.'U»,  I'JO:?,  in  Rej)()rt  of  March  -IH,  189s,  of  Special  Committee  of  tlie  City 
Council. 

Distance     Feet  of 
STREET  FROM  TO  on  Sinjrle 

Street.      Track. 

Madison  Street. .  . .  State  Street Western  Avenue  . .  15,840  31,680 

Note  :      .Vbovc  prior  to  "  ti'J  year  "  .Act. 

Blue  Island  AvcniieL'-Ind  Street Leavitt  Street 4,488  8,976 

North  Avenue  ..  ...Milwaukee  Awnue  California  Avenue.  ;"),2S(i  lU,o(jO 

IMue  Islan.l  AvenueRebecca  Street.  .  .  .I'l'nd  Street 4,i^24  8,448 

()<r.len  Avenue    ...  M  tdison  Street ....  Western   Avenue..  8,184  ]G,:itt^ 

llalste<l  Street  ....  Harrison  Stre.-t  .  .  .South  Branch 8,7  I -J  17,4l>4 

O'Neil  Street llalsted  Street Car  House ">  1  7  l,u.U 

Harrison  Street  .  .  .Clinton  Street Canal   Street ")2S  I,o50 

Canal   Street Harrison  Street.  ...  Caiialport  Avenue.  i^,^\•^^  11,846 

(annlport    Avenue  .  Canal  St  reet So.  Halsted  Street.  l',44()  4,8'.»-J 

1  Jth  Stieet Canal   Street Ashland  Avenue...  ~ ,'M^-2  14,784 

Ma<lis.jn   Street.  ...  Rockwell  Str.et.  .  .Central  Park ."),848  11,096 

Western   Avenue  .  .  .Madi-mi  Street..  ..\'an   Bur/n  Street..  1,848  ;j,696 

ChicaiTo   Avenue.  ..  .Milw.iukc  ■  .\veniu!  Leavitt  Strct 2,9U4  5,808 


74J;U    14M,268 

Feet  of  Street 74,1  :!4  14.(U.Nnie8. 

Feet  of  Cable  Track  of 

Tx  pi    u'iven    in  unit 

price  estimate  "A"'    .Kl/.tf.s  7. no. Miles. 
I'eet  of  Cable   Track  of 

I'vpe  ijiven    in  unit 

price  I'stiniate   "B"    .;."), ss^  ti.so  Miles. 

l''<-et  of  Kleciric  Tra<k.    7:), 41s  1  » . -jh  MJlog. 

l"'eet  of   Single   Track  ..  1  4s,  Jti"-  Js.n.s  .Miles. 


222  THE  CHICAGO  TRANSPORTATION  PROBLEM 

SCHEDULE  XI.     Bl.— Continued. 

ESTL^IATEI)  COST  OR  VALUE. 

7.00  iVIiles  Cable   Track  of   Type  given    in 

unit  price  estimate  "A,"  per  Est.  -1 .  .    .ii?so,323  .05     -t  «04,261.35 
O.so  Miles  Cable  Track  of    Type,  given    in 

unit  price  estimate  "H,  "  ]ier    Est.   4...      74,Ol'3.17  507,437.56 

14.28  Miles    Electric    Track,    per    valuation 

Est.  2,  ayg.  price 16,388.00  234,020.64 

14.28   Miles     Paving    per    valuation     Est.    2, 

avg.  price 8,012.00  114,411  .36 

14.28  Miles  Overhead  Electric  Construction, 
per  unit  price.  Est.  "G,"  at  |!8, 100.03 
per  Mile  of  D.  'i' ,  57,834.00 

$1,517,964.91 


VAIAATIONS    UXDKR    I'Xl'lRIXG    GRANTS  223 


SCHEDULE  XI.     (1. 

(inm/s  made  prior  to  July  jo,  /ciW-?,  on  Streets  now  occupied  by 
Tracks,,!  ilu;  WEST  DIVISION' sV  STEM  of  the  CHICAGO  UNION 
TRACTION  CO.MPAW  wliere //^;  time  of  duration  is  specified.  Lifted 
as  expirint;  ai  will  of  City,  in  repoit  of  March  2S,  189S,  of  Special  Com- 
mittee of  the  City  Council. 

Distance    Feet  of 
STHKKT  FROM  TO  on  Single 

Street.       Track. 

Lake  Street Union  Park Western  Ave 5,808  11, 61b 

Dtsplaiiics  Street .  .  Lake  Street Randolph  Street.  .  .  400  800 

Ilalstcd  Street Lake  Street Blue  Island  Ave.  .  .  4,2-24  8,448 

IJluf  Island  Ave.  .  .IIalstc<l  Street.  .  .  .Rebecca  Street.  .  .  .  4,884  y,768 

Ilalstcd  StreiM  ....  Lake  Street .Milwaukee  Ave.  .  .  .  'J,l  li'  4,-JM 

Clinton  Street Madis(»n  Street  ....  Rand(dph  Street .  .  .  S22  1,644 

(liiiton  Street Harrison    Street ...  .Madison,    D.  T.  .  .  .  2,(340  5,280 

Clinton  Street Harrison    Strrct.  ..  1  2tli  Street  S.  T.  .  .  2,(340  2,(340 

.Mi-aLrlier  Street  .  .  .  .Canal  Street h-fferson    Street  .  .  .  7t>2  1,584 

.letlers.m   Street ...  .Mcatrlicr  Street  ....  1  2tli  Street,   I).  T..  1,s((l'  ;<,(i04 

JeflFersoii   Street.  .  .  I2tli    Sirct-t Van  l>urcnSt.  S.  T.  :{,4:J2  \\,V-Vl 

Note: —Above  prior  to  "'.•!•  year"  Act. 

\'an  IJuren  Street  .  .  ( )!Jfden   Ave Western  Ave .S,(jlt(i  7,.{y2 

.Madis.ui  Sticcl  ....  Western    .\ve Ri.ckwell  Street ..  .  528  1,056 

:{:i,7H(l    01,488 

Feet  of  Street ;{:{,7s()=^  fi.4(i  Miles. 

Feet   of    Cable   Track    of 

Type    ixivcn     in     unit 

price  t'stiniatc  "A"'..  I,s.-,t;  .. 'IS  Miles. 
I\et    of   Cable    Traek     of 

Type     i^iven      in    unit 

price   estimate  "li".  .  1  1,510-  2.1HMileH. 

Feet  of  Electric   Track  ..  :<f,,<»j(j  7.00  Milen. 

Feet  of  Horse   Tnick  ....  1  1 . 1  DC.  2.12  Miles. 

I'eci  of  Single  Tia.k  ...  .61,4.-'^      ll.'i.".  Mibs. 


234  THE  CHICAGO  TRANSPORTATION  PROBLEM 

SCHEDULE    XI.     C'l  .—Continued. 

ESTIMATED  COST  OR  VALUE. 

.35  Miles  Cable  Track   of  Type  given  in  unit 

price  Est.  "A,"  per  Yal.  Est.    2 -s   8b, 323. 05      *   30,213.07 

2.18  Miles  Cable  "J^rack,  of  Typo  given  in  unit 

price  Est.  "B,"  per  Val.  Est.    2 74,623.17        162,678.51 

7.00  Miles  Electric  Track,  per  valuation  Est.  2, 

average  price 16,388.00        114,716.00 

7.00  Miles  Paving,  per  valuation  Est.  2,  average 

price 8,012.00  56,084.00 

7.00  Miles  Overhead  Electric  Construction,  per 

per  unit  price  Est.  G,  per  Mile  of  D.  T. .  .        8,100.03  28,350.00 

2.12  Miles   Horse  Track,   per  valuation  Est.  2, 

at  average  price 16,388.00  84,742.56 

2.12    Miles    Paving,  per    valuation   Est.   2,   at 

average  price    8,012.00  16,985.44 

$443,769.58 


VAIA'ATIOXS    IXDKR    l-.XIMKIXC    C.RANTS 


SCHKDrLK   XI.      Kl. 

Grants  jnade  subscquoi/  to  Ju/y  jo,  fSS;^  on  streets  now  occupied 
l.y  Tracks  of  tlie  WEST  DIVISION  SYSTEM  of  the  ClllCACJO  INION 
TRACTK^N  COMPANY,  where  no  time  of  duration  is  specified. 
Listed  as  cxpirinijat  will  of  City,  in  Kejiort  of  Mirch  i!8,  1S9S,  of  Special 
Committee  of  the  City  Council. 

Distance    Feet  of 

STREET  FROM  TO  on  Sinple 

'  Street.     Traclt. 

5tli  Avenue Polk  SUvet 1-Jtli   Street 1,401)  2, 988 

Chicairo  Avenue. ..  Leavitt  Street California   Avenue.      3,10S  0,836 

California  Avenue  .Chicai^o  Avenue.  .  .  Division  Street.  .  .  .       •2,0-tO  5,280 

12th  Street Ogden  Avenue  ....  AVestcrn  Avenue  .  .           660  1,320 

"77937  15,874 

Feet  of  Street 7,937  =  1.50  ^Nliles. 

Feet  of  Electric  Track.  .  .  15,874  =  3.00  Miles. 


KSTLMATKl)  (  ( >ST  OR  N'.VLIE. 

3.00  Miles  Electric,  Track    per    valuation    Est.  2, 

at  average  }»rice Ni(i,;{ss      *4!t,  164.00 

3.00  ]Miles  Pavinix,  pt'i"  valuation   Est.  2,  at  .aver- 
age price ■ 8,0  12        24, 0.30.  (to 

3.00  Miles   Overhead    Electric   Construction,    per 

unit  price  Est.  "(4,"  *8, 100.03  }»er  mile  of  I).  T.  24,300.00 

$97,500.00 


220  THE  CHICAGO  TRANSPORTATION  PROBLEM 


SCHEDULE  XI.      Fl. 

No  gTunts  found  on  streets  now  occupied  by  tracks  of  the  WESl' 
DIVISION  SYSTEM  of  the  CHICAGO  UNION  TRACTION  COM- 
PANY. Listed  as  expiring  at  will  of  the  City,  in  report  of  March  28, 
184)8,  of  Speciil  Committee  of  the  City  Council. 

Distance     Feet  of 

STREET  FROM  TO  on  Single 

Street.      Track. 

Lake  Street Western  Avenue.  .  Rockwell  Street. . .  528       1,056 

Madison  Street. ...  Hamlin  Avenue.    .Crawford  Avenue.       3,(j96      7,892 
Western  AvcDue  .  .  Lake  Street Madison  Street. ...       1, 188       2,376 

5,412     10,824 

Feet  of  Street 5, 4 1 2  =  1 .02  Miles. 

Feet  of  CahleTrack  of  'IVpe 

given  in  unit  price  Est. 

"A" 7,392=^1.40  Miles. 

Feet  of  Electric  Track.   . .    3,432=    .^b  Miles. 

P'eetof  Single  Track 10,824  =  2.05  Miles. 


ESTIMATED  CK)ST  OR  VALUE. 

1.40  Miles  Cal)le  Track  of  Ty])e  given  in  unit 
jjrice  estimate  "A,"  per  valuation  Est.  2, 
at %   86,323.05      *120,852.27 

.65  Miles  Electric  Track,  average  price  per  val- 
uation Est.    2   at 1 6,388.00  10,652.20 

.65  Miles  Paving,  average  ])rice  per  valuation 

Est.  2   at S, 012.00  5,207.80 

.65  Miles  Overhead  Construction  (Electric),  per 

unit  price.  Est.  "G,  "  j»er  IVIile  of  D.  T.,  at        8,100.03  5,265.00 

1141,977.27 


VALUATIONS    UNDER    EXPIRING   GRANTS  227 


SUMMARY  OF  SCHEDULES. 
CHICAGO  (  ITV   RAILWAY   COMPANY. 


^^__^--_  _         Miles  of  Miles  Miles  Miles  Cost  or  Value 

SCHEDULE  Street S.  T.  Cable    S.  T.  Electric  S.  T.  Total Amount 

HI    "A" 6.15  3.00  6.28=  9.28  :«!   455,489.28 

lU    "B" V.Vo  9.00  6.25=  15.25  972,448.20 

10    "C" '.>.46  6.64  8.r9=  15.48  848,210.02 

10    "D".......    8.73  .23  17.02=  17.25  552,401.16 

10    <«E" 16.11                  30.42=  30.42  951,933.00 

10    "F" lL'.32  4.45  18.50=  22.95  963,058.07 


Totals...    60.52  23.32  87  26      110.58  *4, 743,599. 79 

Total  tracks 
Constructed 
|»er  ApiK'ndix 

(4,   Val.  Est.  Horse  1.87 

1 110.00  34.75  183.38  =  220.00  8,789,042.63 


Diircrt-ii.c  .  .      4'.t.4s  11. 43  96.12=       l(Ht.42  *4, 045,442. 84 

Horse  1.87 

Percentage    e.\- 
p  i  ri  II  L'    ]»('  r 

C  (I  Ml  III  i  t  t  ce 

Report -rr,.u-l  '%  (17.  lU^',  47.1(>'/,     5(1.26%  53.97% 


228 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


CHICAGO  UNION  TRACTION  COMPANY. 
NORTH  DIVISION  SYSTEM. 


SCHEDULE 


Miles  of 
Street 


Miles 
S.  T.  Cable 


Miles 
S.  T.  Electric 


Miles 
S.  T.  Total 


Cost  or  Value 
Amount 


11  A 10.69 

11  B 2.09 

11  C 3.87 

11  D 60 

11  E 6.13 

11  F 2.88 

26.26 


11.10 
3.54 

.74 


15.38 


9 

.29 

64 

7 

00 

1 

20 

12 

26 

2 

88 

33.2' 


48.65 


$1,222,445.85 
323,791.60 
263,029.06 

34,140.00 
348,797.00 

81,936.00 

^2,274,139.51 


WEST  DIVISION  SYSTEM. 


SCHEDULE 


Miles  of 
Street 


Miles 
S.  T.  Cable 


Miles  Miles 

S.  T.  Electric  S.  T.  Horse 


Miles 
S.  T.  Total 


Cost  or  Value 
Amount 


11 
11 
11 
11 
11 
11 


A  1... 

19.76 

B  1... 

14.04 

C  1... 

6.40 

D  1... 

El... 

1.50 

F  1..  . 

1.02 

42.72 


7.10 

13.80 

2.53 


1.40 
24.83 


32.05 

14.28 
7.00 

3.00 
.65 

56.98 


.23 
2.12 

2.35 


39.38 
28.08 
11.65 

3.00 
2.05 


;l, 512, 971. 83 

1,517,964.91 

443,769.58 

97,500.00 
141,977.27 


84.16   $3,714,183.59 


\ALUAIIONS    UNDER    EXPIRING    GRANTS 


229 


CIIK  A(4()   IN  ION  TRACTION  COMPANY. 
NORTH   AND   WKST    DIVISIONS  COMIilNED. 


SCHEDULE 

Miles  uf 
Street 

Miles  S.  T. 
Cable 

Miles  S.  T. 
Electric 

Miles  S. 
T.Horsc 

Miles  S.T. 
Total 

Cost  or  Value 
Amount 

1  1    A  aiMl  A   1  . 

.  .30.45 

18.20 

41.34 

.23  = 

59.77 

82,735,417.68 

1  1     r>  and  l>   1  . 

.  .  10.13 

17.34 

14.92 

= 

32.26 

1,841,756.51 

1  1    (■  ami  ('   1.. 

. .  in. -J 7 

3.2  7 

14.00 

2.12  = 

19.39 

706,798.64 

11    D  and  D  1  . 

.<)(» 

1.20 

= 

1.20 

34,140.00 

1  1    K  and  E  1 . 

..    7.(33 

15.26 

.  .  . .  = 

15.26 

446,297.00 

1 1    F  and  F  1  . 

.    3.90 

1.40 

3.53 

2.35  = 

4.93 

2  23,913.27 

68.98 

40.21 

90.25 

132.81 

$5,988,323.10 

Total  'I"  1-  a  (•  k  s 
('  1)11  s  I  r  n  cted 
jK-r  a|)]»t'ii<lix  II 
aii<l    \'al.    Ksi  . 


;)itT( 


156.62 
87.64 


47.60 
7.3!» 


251.11   7.12  =  305.83   xl  1,l'U4,882.05 


160.86   4.77  =  173.02   *  5,306,558.95 


P€iTenta<;i'  ox- 
j)  i  r  i  n  lj  per 
Comniittc  Re- 
port     44.04%     84.47%     35.94%, 


33%     43.42% 


53% 


230 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


CHICAGO   CITY  RAILWAY  COMPANY  AND  CHICAGO  UNION 
TRACTION  COMPANY   COMBINED. 


SCHEDULE 


Miles  of    Miles  S.T.  Miles  S.T.  Miles  S.        Miles  Cost  or  Value 

Street  Cable  Electric     T.  Horse  S.T.  Total  Amount 


10  A  and  11  A  and 

11  A  1 36.60   21. -20   47.62    .23=  69.05   *  3,190,906.96 

10  B  and  1 1  B  and 

11  B    1 23.88      26.34        21.17 

10  C  and  11  C  and 

11  C  1 19.73        9.91        22.79      2. 

10  Dand  11  D  and 

11  D    1 9.33  .23        18.22 

1 0  E  and  1 1  E  and 

11  E  1 23.74       45.68 

1 0  F  and  1 1  F  and 

11  F  1 16.22         5.85         22.03       . 


129.50      63.53      177.51      2 


..=  47.51 

12=  34.82 

..=  18.45 

..=  45.68 

.  .=  27.88 


2,814,204.71 
1,555,008.66 
586,601.16 
1,398,230.06 
1,186,971.34 


35  =  243.39      .tlO,731,922.89 


Total  Tracks  Con- 
st r  u  c  t  e  d  2ier 
App.  G  &  11, 
Val.  Est.  1  and 
2 266.62      82.35      434.49      9.99  =  525.83      %20, 083, 924.68 


Difference.  ..  137.12  18.82      256.98      6.64  =  282.44  9,352,001.79 

Percentage  expir- 
ing per    C  o  m- 

mittee  Report.  48.57  %  77.14  %  40.85  %    26.14  %  =46.29  %    53.43  % 


PAIJT  VI.-CHAPTKIJ  1X. 
COST  ESTT^rATKS. 


COST  ESTIMATK  X().    1. 

Estimate  of  Cost  to  Pi-odiiee  the  Property  Necessary  for  the 
Ol)eration  of  a  System  of  Surface  and  Subway  Trans- 
poi-tatiou  as  Outliiicd  in  Part  \'  of  tliis  Peport,  l)ut  not 

Inclndin.i;-  ( 'osl  (»!'  Suliways. 

TRACKS,  P.\V1.\(!   AND   KI.I'.CllJK.'  'I  UANSMISSION. 

745.81  miles  of  sini>l(.  track   located  on  streets  as 

.U'ivcn  in  Ap|)('iidi\  .1.  consistinii,"  of: 
354.84  miles   of  single   track    i)aved   with   dressed 

granite  pel'  Pnit  Price  Kstiniate  1,  at  ^Ar'l,- 

\-](;.-).()i  $ir),o:ri,s()o.i5 

o54.S4  miles  of  single  track   paved   with   viti'ified 
brick,     j)er     Pnit    Price      Kstimate   1,    at 

$36,015.01 12,!i!i-J.47i>.i:» 

]')X)C)  iiiiies  of  single  ti'ack  in  subways  not  jiaved 

as  pel-  Pnite  I'rice  Kst.   I,  at^|;•_^'^•»(;^).()l  .  .          nC.d.Dl.-I.O.j 
'_'l.(i7   niil(-s  of  single  track,  nndei'gi'ound  conduit 
type,    pa\('<l    willi     Mspliall,    as     jier    I'liil 
Price  Estimate. I,  at  $!)4,lSl..")-_' l.:iS4,4(l4.(;:J 

745.81    miles  of  single  ti;wk $;)(>.:;7n.,')S7.i»7 

Ovei'liead  trolley  electrical  construction  on  7l.*4.74 
miles  of  single  track  at  $S,1()().();!  pci-  mile  of 
double  track,  including  feeder  wire,  pei'  I'nit 
1^-ice    Estimate  (I 2,ii;):),li07.87 

$33,305,71)5.84 

2^\ 


232  'I'll''   CHICAGO  TRAXSrORTAriOX  TRORLkM 

COST  ESTIMATE    NO.    I.  — C'ontiniKcl. 

POWER    PRODUCTION. 

Power  plant  and  sub-stations,  including  buildings 
and  inacliintM'v  for  the  operation  of  2,000 
cars  at  50  k.  w.  i>er  car: 

Power  house,  100,000  k.  w.  at  $110;  sul)-stations 
200,000  k.  w.,  with  batteries  $50;  without 
batteries,  $r!0;    average,  $40 $19,000,000.00 

ROLLING    STOCK    AND   OTHKR    KQI'IPMENT. 

2,000  double-truck  ears  equipped  at  $6,000  per  car.   12,000,000.00 
Other  rolling  stock,  snow  ])lows  and  sweejiers,  250 

units,  at  $4,000.00 1,000,000.00 

Other  equipment,  wagons,  tools,  etc 169,204.16 

REAL   ESTATE. 

Power  house  site,  centrally  located 750,000.00 

Sub-station  sites,  15  at  $5,000.00 75,000.00 

Car  shop  site 100,000.00 

Car  barn  sites,  20  at  $20,000.00 400,000.00 

For  centrally  located  offices 300,000.00 

BUILDINGS  OTHER  THAN  POWER  HOUSE  AND  SUB-STATIONS. 

Car  shops  and  machinerv 300,000.00 

Car  barns,  20  at  $100,000.00 2,000,000.00 

Office  building,  furniture  and  fixtures 400,000.00 


$69,800,000.00 


COST  ES'llMAIES  233 


COS'I'   KsrniA'I'K   No.    •_'. 

Estimate  of  Cost  to  I'roducc  Pioposcd  Siihway  System  Xo.  1, 
as  Sliowii  on  Map  11,  Seetioiial  Views  of  Wliieli  are 
Sliowii  by  I'latcs  1  to  S  inclusive,  and  as  Dcsci'ilx'd  in 
Part  \'i."of  this  Keport. 

DOrBLE-TMACK   SlinVAV   IN   OPKN   (TTTING. 

Distanees  — 

In  8()-ft.  streets,  17,rJ()  lineal   feet. 

'*   80-ft..  *'  2,125  "         "     stations. 

*'   66-ft..  '*  1,280  " 

Total  double-track 

open  cut 20,525  lineal  feet. 

singlp:  tha<'k  si  r.wAY  in  opkn  cttting. 

Subway   j)!(>i)er 13,980  lineal  feet. 

Stations,  sinj!:le  track 1,*>75  lineal  feet. 

Special  stations,  sinii'lc  track t)25  lineal  feet. 

Total  sin.<::l('  tiack  o|)cn  cut 15,!(8l)  lineal  feet. 

TrXNICL   AIMMiOACIlKS  TO    lUVKH   Tl'NNKI.S. 

Sinirlc  "^Fiack 

\'an   IJurcn  Street  tunn.'l 1,100   feet. 

Washin^on  Street  tunnel 1 , 1 50  fcot. 

Total  sini^dc  track  apju-oacli 2.250   feet. 

1  )oublc  Track 
\'an  I  )iii<'ii  Sti-<'ct.  tunnel ')0(>  feet 

Total  <l(.ublc  track  approach ."300  feet. 


234  THE  CHICAGO  TRANSPORTATION  PROBLEM 

COST  ESTIMATE  NO.    -J.— Continued. 
NEW  TUNNELS. 

Double  track  tunnel  proper 1,950  feet  Clark  Street. 

Double  track  tunnel  proper 1,360  feet  Dearborn  Street- 


Total  double  track  tunnel 3,310  feet. 

Single  Track  tunnel  approach 400  feet  Clark  Street. 

Single  Track  tunnel  approach 1,350  feet  Dearborn  Street. 


Total  single  track  tunnel 1,750  feet. 

Double  track  open  approach.  . .    600  feet  in  Clark  St.,  N.  Side. 
Double  track  oi)en  approach .  .     GOO  feet  in  Dearborn  St.,  N,  Side. 


Total  double  track  tunnel 

approach   1,200  feet 

EXISTING  TUNNELS  AFTER  CHANGES  HAVE  BEEN  MADE  TO  ADAPT  THEM 
TO  THE  PROPOSED  SUBWAY  SYSTEM. 

Van  Buren  Street 1,100  feet. 

Washington  Street 1,085  feet. 

La  Salle  Street 2,250  feet. 


Total 4,435  feet. 

SUMMARY. 

Double  track  subway,  open  cut 20,525  feet. 

Single  track  subway,  open  cut 15,980  ' ' 

Single  track  tunnel  a])])roaches  to  present  river  tun- 
nels     2,250  " 

Double  track  tunnel  approaches  to  ])resent  river  tun- 
nels          300  '' 

NEW  TUNNELS  UNDER  RIVER. 

Clark  and  Dearborn  Streets  tunnel  proper 3,310  " 

Single  track  tunnel  approach 1,750  " 

Double  track  open  approach 1,200  '* 

Remodeled    existing  tunnels 4,435  ' ' 


Total  lineal  feet  of  subway  and  tunnels 49,750    ^' 

This  total  is  equal  to  9.42  miles  of  subways  and  tunnels,  of 
which  5.64  miles  is  double  track  structure  and  3.78  miles  is  single 
track,  providing  for  15.06  miles  of  single  track  railway. 


COST  ESTIMATES 


^^o 


COST   KSTLMATK  No,   l\— Contimud. 

ESTIMATED   COST  OF   SUBWAYS    AND   TUNNELS. 

PLAN    NUMBER    1. 

Excavation $1,900,000.00 

Timbering   l,200,()(i().00 

Concrete   .'5, 720,000.00 

AVater-proofing   'J2(),000.00 

Stnictnral  steel   77'J,;'.S().00 

K-earranging  water  and  gas  iiipes 015,000.00 

Kearranging  sewers 200,000.00 

New  trunk  line  sewer,  low  level 100,000.00 

Rearranging  jmeuniatic  and  electrical  underground 

work ^ 450,000.00 

Sidewalks,  paving,  gratings,  manhole  covers,  etc.  .  .  .      500,000.00 

Stations '. 550,000.00 

Temporary  maintenance  of  traffic,  care  of  abutting 

buildings,  etc 1,200,000.00 

'       $11,433,380.00 
Plus  for  engineering,  supervision  and  administra- 
tion        1,143,338.00 

Total  for  subways $12,570,718.00 

Two  new  tunnels  at  (Mark  and  Dearljorn  Streets.  .  .      l.(ioo,000.0(i 
Lowering  existing  tunnels   .• 1,500,000.00 

'\\)\:i]    $15,(i7(;,718.00 

Sav '1(;,000.(M)0.0() 


*Tlicsc  figures  do  not  include  damages  that  might  he  shown  to  properly 
al)utting  suhway  approaches,  hut  as  tlie  figures  are  liberal  they  might  possil)Iy 
cover  any  sudi  damages.  The  amount  of  these  damages  is  a  (|uestion  for  real  es- 
tate experts,  an<l  can  only  he  delermined  after  exact  locations  for  suh\va\  aji- 
proachcs  arc  fixed. 


236  THE  CHICAGO  TRANSPOR  TATION  PROBLEM 


COST  estimate:  no.  3. 

Estimate  of  Cost  to  Produce  Subway  System  No.  2,  as  Shown  on 
Map  No.  5,  Sectional  Views  of  Which  are  Shown  by 
Plates  1  to  9  Inclusive,  as  Described  in  Part  VI,  Pages 
148  to  153  of  this  Report. 

High  Level— 

Double  tracked  subway,  open  cut 20,525  lineal  feet. 

Single  track,  open  cut'. 15,980      '* 

Single  track  tunnel  approaches  to  present  river 

tunnels 2,250      " 

Double  track  tunnel  approaches  to  present  river 

tunnels 300     '' 

Low  Level— 

Double  track  tunnel 6,800  '' 

Single  track  tunnel 12,400  " 

New  tunnels  under    river,    Clark,    Dearborn 

and  Adams  Streets 4,965  " 

Single  track  tunnel  approach 1,750  "         " 

Double  track,  open  approach 1,200  "■         " 

Kemodeling  existing  tunnels 4,435  * '         ' ' 

70,605  lineal  feet. 

Estimated  Cost  of  High  and  Low  Level  Subway  System, 
Plan  No.  2- 

Excavation $  2,533,333 

Timbering  1,600,000 

Concrete    4,960,000 

Water-proofing .  301,333 

Structural  steel   1,029,840 

Rearranging  water  and  gas  pipes 615,000 

Rearranging  sewers   200,000 

New  trunk  line  sewer 100,000 

Rearranging  pneumatic  and  electrical  underground 

work^ 450,000 


cosi"  I'.sriMA  ri-:s  237 

COS'I'    KS'ILMATK   No.    :{.  — CoiUiinicd. 

Sidewalks,  paving,  gratings,  manhole  covers,  etc 500,000 

Stations   ". 733,333 

Temi)orary   niaiiitoiiance  of  trafHc,   caro  of  abutting 

bnildiugs,  etc 1,333,333 

$14,356,172 
Plus  for  engineering,  supervision  and  administration.      1,435,617 

Total  for  subways $15,791,789 

Three  new  tunnels  at  Clark,  Dearborn,  >Adams  Streets     2,400,000 
Lowering  existing  tunnels 1.500,000 

Total $19,691,789 

Say   *20,000,000 


*See  footnote  on  pag^e  235. 


APPENDICES 


APPENDIX  A. 


Present  Routes,  Lengtli  of   Round   Trip,  'I'iiiu' iiiid   Maximum    Nuiiiltcrof 

Cars  (Jpc'r;ite(l. 


CHICAGO   UNION   TRACTION    COMPANY. 


Time 

Maximum 

Mik-s 

Round 

NunibiT 

Round 

Trip, 

of  Cars 

Trip. 

Mts. 

Operated. 

MADISON   STREET  CABLE. 

From  Madison  and  Fortieth  street  loop  house; 
east  on  Madison  street  to  Jefferson  street; 
north  on  Jefferson  to  Washington  street ;  east 
through  Washington  street  tunnel  to  Fifth 
avenue;  south  on  Fifth  avenue  to  Madison 
street ;  east  on  Madison  street  to  State  street ; 
north  on  State  street  to  Washington  street ; 
returning  west  on  Washington  street  tlirougli 
Washington  street  tunnel  to  Jefferson  street ; 
south    on    Jefferson    street   to    Madison    street ; 

and  west  on   Madison  street  to  loop  house.  45  grip 

10.35  75  90  trail 


MILWAUKEE  A\T.NUE  CARLE. 

From  Milwauke  and  Arinitage  avenue  station; 
south  on  .Milwaukee  avenue  to  Desplaines 
street  ;  south  on  Desplaines  to  Washington 
street;  east  on  Wasliington  street  through 
Washington  street  tunnel  to  Fifth  avenue; 
south  on  Fifth  avenue  to  Madison  street;  east 
on  Madison  to  State  street ;  north  on  State  to 
Washington  street ;  returning  west  on  Wash- 
ington street  through  Washington  street  tunnel 
to  Desplaines  street;  north  on  Desplaines 
street  to  Milwaukee  aveiuic;  north  on  .Milwau- 
kee avenue  to   Arinitage  avenue.  28  j,'rii) 

8. 94  74  56  trail 

241 


2.42 


TJiE  CHICAGO  TRANSPORIATION  PROBLEM 


Time 

Maximum 

Miles 

Round 

Number 

Round 

Trip. 

ofCars 

Trip. 

Minutes. 

Operated. 

BLUE  ISLAND  AVEXL'E  CARLE. 

From  Blue  Island  avenue  station  northeast  on 
Blue  Island  avenue  to  Halsted  street;  north  on 
Halsted  to  Van  P)uren  street ;  east  on  Van 
Buren  to  CliiUnn  street ;  north  on  Clinton, 
turning  east  through  Van  Buren  street  tunnel 
to  Franklin  and  Van  Buren  streets ;  east  on 
Van  Buren  street  to  Dearborn  street ;  north  on 
Dearborn  to  Adams  street :  west  on  Adams  to 
Franklin  street ;  south  on  Franklin  to  Van 
Buren  street  tunnel ;  west  through  tunnel  to 
Clinton  and  Van  lUiren  streets;  west  on  Van 
Buren  to   Halsted   street  ;    south   on   Halsted  to 

Blue    Island    avenue,    and    southwest    on    Blue  I4gnp 

Island  avenue  to   Leavitt  street.  8.15  68  28  trad 

HALSTED   STREET    CABLE. 

From  Halsted  street  station,  north  on  Halsted 
street  to  Van  Buren  street ;  east  on  Van  Buren 
to  Clinton  street ;  east  through  Van  Buren 
street  tunnel  to  Franklin  and  Van  Buren 
streets ;  east  on  Van  Buren  to  Dearborn  street ; 
north  on  Dearliorn  to  Adams  street;  west  on 
Adams  to  Franklin  street;  west  through  Van 
Buren   street   tunnel,  and  return   same   route.  5-83  5^ 

CLARK  LIMITS  CABLE. 

From  Limits  station,   south   on   Clark   street  to 

Illinois    street  ;    west    on    Illinois    to    La    Salle 

street ;    south    on    La    Salle    street    through    La 

Salle   street   tunnel   to   Monroe   street;    east   on 

Monroe    street    to    Dearborn    street;    north    on 

Dearborn  to  Randolph  street  ;  west  on  Ran- 
dolph  to   La    Salle   street ;   north    on    La    Salle 

street  through  tunnel  to  Illinois  street;  east  on 

Illinois    street    to    Clark    street,    and    north    on  21  grip 

Clark  street  to  Limits  station.  7.78  62  42  trail 

WELLS  LIMITS  CABLE. 

From   Limits   station,   south   on   Clark   street  to 

Wells  street;   south  on  Wells   street  to   Illinois 

street;  east  on  Illinois  street  to  La  Salle  street; 

south    on    La    Salle    through    La    Salle    Street 

Tunnel    to    Monroe    street  ;     east     on     Monroe 

street   to   Dearborn   street  ;    north   on    Dearborn 

to   Randolph    street ;    west   on    Randolph    to   La 

Salle   street ;   north  on   La   Salle   street  through 

tunnel  to  Illinois  street;  west  on  Illinois  street 

to  Wells  street;  north  on  Wells  to  Clark  .street  8  grip 

and  north  on  Clark  street  to  Limits  station.  7.71  63  16  trail 


13  grip 
26  trail 


Time 

M:ixiinuni 

Round 

Number 

Trip, 

of  Cars 

Minutis. 

Operated. 

APPENDIX  243 


Miles 
KouiKt 
Trip. 

CL.\RK  LINCOLN  CABLE. 

From  Lincoln  avenue  station  ;  soutli  on  Lincoln 

avenue    to    Center    street ;    east    on    Center    to 

Clark  street ;   south  on  Clark   street   to   Illinois 

street  :  west  on  Illinois  street  to  La  Salle  street; 

south    on    La    Salle    street    through    La    Salle 

street  tunnel  to  Monroe  street ;  east  on  Monroe 

street    to    Dearborn    street,    north    on    Dearborn 

to    Randolph    street  :    west    on    Randolph    street 

to    La    Sallc    street:    muth    on   La    Salle    street 

through  tuiniel  to  Illinois  street;  cast  on  Illi- 
nois to  Clark  street ;  north  on  Clark  to  Center 

street;     west    on    Center    to    Lincoln    avenue:  22  grip 

north  on  Lincoln  avenue  to  station.  8.24  66  44  trail 

WELLS  LINCOLN  CAHLH. 

From  Lincoln  avenue  station ;  south  on  Lin- 
coln  avenue   to   Center   street;    east   on   Center 

to  Clark  street ;  south  on  Clark  street  to  Wells 

.street;  south  on  Wells  street  to  Illinois  street; 

east  on  Illinois  street  to  La  Salle  street  :   south 

on  La   Salle  through   La   Salle  street   tunnel  to 

Monroe     street:     east     on     Mnnroe     street     to 

Dearborn   street ;   north   on    Dearborn    street   to 

Randolph  street ;  west  on  Randolph  to  La  Sallc 

street ;  north  on  La  Sallc  street  tlirough  tunnel 

to    Illinois    street ;    west    on    Illinois    to    Wells 

street;   north  on  Wells   street  to  Clark   street; 

north  on  Clark  to  Center  street ;  west  on  Cen- 
ter street  to  Lincoln  avenue  and  nf)rth  on  Lin-  8  grip 

coin  avenue  to  station.  8.17  63  16  trail 

(  I.NI'.orRN  AVENUE  CAHLE. 

l-roiii  Clybourn  avenue  station;  south  on  Cly- 
bourn  avenue  to  Division  street ;  east  on  Divi- 
sion street  to  Wells  street ;  south  on  Wells 
street  to  Illinois  street;  east  on  Illinois  street 
tf)  La  Salle  street;  south  on  La  Salle  through 
tunnel  to  Monroe  street ;  cast  on  Monroe  to 
Dearborn  street  ;  north  on  Dearborn  to  Ran- 
dolph street;  west  on  Randolph  to  La  Sallc 
street  ;  north  on  La  Salle  street  through  tun- 
nel to  Illinois  street;  west  on  Illinois  to  Wells 
street;  north  on  Wells  street  to  Division  street; 

west    on    Division    to    Clybourn    avenue,    north-  Ji   grip 

west  on  Clybourn  aveiuie  to  station.  '*^I5  ^'5  22  trail 

170  grip 
340  trail 


244 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


MILWAUKEE  AVENUE  EXTENSION. 

From  Milwaukee  avenue  station,  east  of  Ar- 
mitage  avenue,  to  Milwaukee  avenue ;  north- 
west on  Milwaukee  avenue  to  Belmont  ave- 
nue, and  return  southeast  on  Milwaukee  ave- 
nue to  Armitage. 

ARMITAGE  AVENUE  LINE. 

From  Milwaukee  avenue  station,  west  on  Ar- 
mitage avenue  to  44th  street,  returning  same 
route. 

DESPLAINES    AND    CLINTON. 

From  North  avenue  and  46th  street,  east  on 
North  avenue  to  Holt  street,  south  on  Holt 
to  Blackhawk  street;  east  on  Blackhawk  to 
Noble  street;  south  on  Noble  street  to  Mil- 
waukee avenue ;  south  on  Milwaukee  to  Des- 
plaines  street ;  south  on  Desplaines  to  Har- 
rison street;  east  on  Harrison  to  Clinton 
street ;  north  on  Clinton  to  Milwaukee  avenue ; 
north  on  Milwaukee  avenue  to  Noble  street ; 
north  on  Noble  to  Blackhawk  street ;  west  on 
Blackhawk  to  Holt  street;  north  on  Holt  street 
to  North  avenue,  and  west  on  North  avenue  to 
46th   street. 

18TH   AND  26TH    STREETS. 

From  31st  street  and  41st  avenue,  east  on  31st 
street  to  40th  avenue,  north  on  40th  avenue  to 
26th  street;  east  on  26th  street  to  Blue  Island 
avenue ;  northeast  on  Blue  Island  avenue  to 
Leavitt  street;  north  on  Leavitt  to  i8th  street; 
east  on  i8th  street  to  State  street,  returning 
same  route. 

CANAL  AND  21ST  STREETS. 

From  2 1  St  street  and  Douglas  boulevard,  east 
on  2ist  street  to  Halsted  street;  north  on  Hal- 
sted  to  Canalport  avenue ;  east  on  Canalport 
avenue  to  Canal  street ;  north  on  Canal  street 
to  Harrison  street ;  east  on  Harrison  to  Clin- 
ton street ;  north  on  Clinton  to  Madison  street ; 
east  on  Madison  to  Fifth  avenue ;  north  on 
Fifth  avenue  to  Kinzie  street,  and  return  same 
route. 

HALSTED,  O'NEIL  TO  VAN  BUREN. 

From  Halsted  and  O'Neil  streets,  north  on 
Halsted  street  to  Van  Buren  street,  returning 
same  route. 


Time 

Maximum 

Miles 

Round 

Number 

Round 

Trip, 

of  Cars 

Trip. 

Minutes. 

Operated. 

4/0 


4.76 


30 


30 


14.24 


956 


94 


II. 61 


370 


4  motors 


8  motors 


8  motors 


14  motors 
5  trail 


40 


16  motors 


2  motors 


APPENDIX 


245 


Tinu- 

Max  J  til  11  III 

Mil.-s 

KcUIKl 

NiimliiT 

Kouiul 

Tri,.. 

of  Cars 

Tri,.. 

Miiiiitis. 

Opiratid. 

OGDEN  AVENUE  LINE. 

From  station,  northeast  on  Ogdcn  avenue  to 
Randolph  street;  east  on  Randolpli  street  to 
Chnton  street ;  north  on  CHnton  to  Lake 
street ;  east  on  Lake  to  Dearborn  street ;  south 
on  Dearborn  to  Randolph  street ;  east  on  Ran- 
dolph to  State  street ;  north  on  State  to  Lake 
street,  returning  west  on  Lake  street  to  Clin- 
ton street;  south  on  Clinton  street  to  Randolph 
street ;  west  on  Randolph  to  Ogden  avenue ; 
southwest  on  Ogden  avenue.  11.88         90 

OGDEN  TO  MADISON. 

From    station,    northeast    on    Ogden    avenue    to 

Madison  street,  returning  same  route.  7.42  48 

TWELFTH    STRKFT   LIXF. 

From  iJth  street  and  40ih  avenue,  east  on 
I2th  street  to  Fifth  avenue,  north  on  Fifth 
avenue  to  Van  Buren  street ;  east  on  Van 
Buren  to   Stale  street,  returning  same  route.         11. 41         82 

12TH.  40TH   TO  WARASH. 

From  I2th  street  and  40th  avenue,  east  on 
1 2th  street  to  Wabash  avenue,  returning  same 
route.  10.21  70 

FOURTEENTH  STREET  LINE. 

From  Robey  and  Fourteenth  streets,  east  on 
14th  street  to  Canal  street ;  north  on  Canal 
to  I2th  street,  east  on  12th  to  Wabash  avenue, 
returning  same  route.  5.66         44 

VAN  BUREN  STREET  LINE. 

From  Kedzie  avenue  and  Van  Buren  street, 
east  on  Van  Buren  to  State  street,  returning 
same  route.  Koo         63 

n.ARRISON  STREKI"  \l.\  CLINTON. 

From  Kedzie  avenue  and  Harrison  street,  east 
on  Harrison  street  to  Clinton  street;  north  on 
Clinton  to  .Adams  street;  cast  on  .Adams  to 
State   street,  returning  same  route.  8.^)9  70 

li.\KRlSON   STREET   VIA   CENTER. 

From  Kedzie  avenue  and  Harrison  street,  cast 
on  Center  avenue ;  north  on  Center  avenue  to 
Adams  street ;  east  on  Adams  to  State  street ; 
returning  same   route.  8.67  70 


29  motors 
2T,  trail 


cars  m- 

cluded 

above 


52  motors 


cars  m- 

cluded 

above 


4  motors 


i2  motors 


14  mntors 


14  motors 


246 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


Time 

Maxiiiium 

Mil.-s 

Round 

Number 

KouikI 

Trip. 

of  Cars 

Trip. 

Miiiuti-s. 

Operated. 

KEDZIE  AVENUE  LINE. 

From  Kedzie  avenue  and  12th  street,  north  on 
Kedzie  avenue  to  Chicago  avenue ;  east  on 
Chicago  avenue  to  California  avenue;  north 
on  California  avenue  to  Belmont  avenue;  re- 
turning   same    route.  ii-03 

COLORADO  AVENUE  LINE. 

From  Hamlin  and  Colorado  avenues,  northeast 
on  Colorado  avenue  to  Madison  street  and 
California  avenue,  and  return   same  route.  2.63 

ADAMS  TO  MICHIGAN  LINE. 

From  State  and  Adams  streets,  east  on  Adams 
street  to  Michigan  avenue ;  north  on  Michigan 
to  Washington   street,   return  same   route.  .66 

NORTH  WESTERN  AVENUE  LINE. 

From  Elston  and  Western  avenues,  south  on 
Western  avenue  to  Fourteenth  street,  return- 
ing same  route.  9.81 

SOUTH   WESTERN  AVENUE  LINE. 

From  Fourteenth  street  and  Western  avenue, 
south  on  Western  avenue  to  26th  street,  re- 
turning same   route.  2.61 

GRAND  AVENUE  TO  40TH   STREET  LINE. 

From  North  avenue  and  40th  street,  south  on 
40th  street  to  Grand  avenue ;  east  on  Grand 
avenue  to  Halsted  street ;  south  on  Halsted  to 
Lake  street ;  east  on  Lake  to  Dearborn  street ; 
south  on  Dearborn  to  Randolph  street ;  east 
on  Randolph  to  State  street ;  north  on  State 
to  Lake  street ;  west  on  Lake  to  Halsted  street ; 
north  on  Halsted  to  Grand  avenue,  and  west 
on  Grand  avenue  to  40th  street,  and  north  on  12.21 
40th  street  to  North  avenue. 

GRAND  AVENUE  AND  INDIANA    TO  STATE. 

From  Western  avenue  and  Grand  avenue,  east 
on  Grand  avenue  to  State  street ;  south  on 
State  to  Kinzie  street;  west  on  Kinzie  to  Dear- 
born street ;  south  on  Dearborn  to  Lake  street ; 
east  on  Lake  to  State  street ;  south  on  State 
street  to  Randolph  street ;  west  on  Randolph 
to  Dearborn   street,  returning  same  route.  7.33 


15 


85 


15  motors 


2  motors 


I  horse 


16  motors 
16  trail 


2  motors 


12  motors 
9  trail 


64 


4  motors 


APi'i-:.\i)ix 


247 


Tiim- 

Max  J  111  II  111 

Mil.> 

Kiiuiid 

Nur.:biT 

Ruunil 

Trip, 

of  Cars 

Trip. 

Mliiuti-s. 

Opjrali-d. 

ROBEY  STREET  LINK. 

From  Fullcrton  avenue  and  Robcy  street,  soiuli 
on  Robey  to  Fourteenth  street,  returning  same 
route.  8.52  70  14  motors 

I  AVLOR  STREET  LINE. 

From  Western  avenue  and  iaylor  street,  east 
on  Taylor  to  Canal  street ;  north  on  Canal 
to  Harrison  street;  west  on  Harrison  to  Clin- 
ton street;  north  on  Clinton  to  Madison  street; 
east  on  Madison  to  Fifth  avenue ;  north  on 
Fifth  avenue  to  Kinzie  street,  returning  same 
route.  8.44  75  16  motors 

LAKE  STREET  LINE. 

From  48th  and  Lake  >ireets,  east  on  Lake  to 
Dearborn  street,  south  on  Dearborn  to  Ran- 
dolph street ;  east  on  Randolph  to  State  street ; 
north  on  State  to  Lake  street,  returning  west 
on  Lake  to  48th  street.  12.40         94  9  motors 

DIVISION  STREET  LINE. 

From  Division  street  and  California  avenue, 
east  on  Division  street  to  Milwaukee  avenue; 
south  on  Milwaukee  avenue  to  Desplaines 
street ;  south  on  Desplaines  to  Lake  street ; 
east  on  Lake  to  Dearborn  street ;  south  on 
Dearborn  street  to  Randolph  street;  east  on 
Randolph  to  State  street;  north  on  State  to 
Lake  street;  returning  west  on  Lake  street  to 
Desplaines  street  ;  north  on  Desplaines  to  Mil- 
waukee avenue;  north  on  Milwaukee  to  Divi- 
sion street;  west  on  Division  street  to  Cali-  15  motors 
fornia   avenue.                                                                      8.64          75  15  trail 

CHICAGO  .WKNLl-:  LLXI-. 

From  Chicago  avenue  and  40th  street,  east  on 
Chicago  avenue  to  Milwaukee  avenue;  south 
on  Milwaukee  avenue  to  Lake  street;  cast  on 
Lake  street  to  Dearborn  street;  south  on  Dear- 
born to  Randolph  street;  east  on  Randolph  to 
State  street ;  north  on  Slate  to  Lake  street  ; 
west  on  Lake  street,  returning  same  roiUe.  lo.g.^  80 

ASHLAND    \1A    I'AILIX.V    1.1  XI".. 

From  Wood  street  and  Clybourn  place.  ea>t 
on  Clybourn  place  to  .Xshland  avenue;  south 
on  Ashland  avenue  to  Lake  street ;  west  on 
Lake  street  to  Paulina  street ;  south  on  Paulina 
street  to  Twelfth  street;  cast  on  Twelfth  street 


22  motors 


248 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


ASHLAND  VIA  PAULINA  LINE.— Continued. 

to  Ashland  avenue,  south  on  Ashland  avenue 
to  22nd   street,    returning   same    route. 

SANGAMON  STREET  AND  CENTER  AVENUE. 
From  Erie  street  and  Ashland  avenue,  east  on 
Erie  street  to  Center  avenue ;  south  on  Center 
avenue  to  Austin  avenue ;  east  on  Austin  ave- 
nue to  Sangamon  street ;  south  on  Sangamon 
street  to  Adams  street;  west  on  Adams  to 
Center  avenue;  south  on  Center  avenue  to  21st 
street,  returning  same  route. 

LINCOLN  AVENUE  TO  GRACELAND. 

From  Lincoln  avenue  station,  north  on  Lincoln 
avenue  to  Graceland  avenue,  returning  same 
route. 

LARRABEE  STREET  LINE. 

From  Belden  avenue  and  Racine  avenue,  south 
on  Racine  avenue  to  Webster  avenue;  east  on 
Webster  avenue  to  Larrabee  street ;  south  on 
Larrabee  to  Chicago  avenue;  east  on  Chicago 
avenue  to  Orleans  street ;  south  on  Orleans  to 
Kinzie  street ;  east  on  Kinzie  to  Clark  street ; 
south  on  Clark  to  Washington  street,  return- 
ing north  on  Clark  street  to  Kinzie  street; 
west  on  Kinzie  to  Orleans  street ;  north  on  Or- 
leans to  Chicago  avenue ;  west  on  Chicago  ave- 
nue to  Larrabee  street ;  north  on  Larrabee  to 
Lincoln  avenue ;  northwest  on  Lincoln  ave- 
nue to  Fullerton  avenue ;  v\  est  on  Fullerton 
to  Racine  avenue;  south  on  Racine  to  Belden 
avenue. 

SEDGWICK  STREET  LINE. 

From  Racine  avenue  and  Center  street,  east  on 
Center  street  to  Sedgwick  street ;  south  on 
Sedgwick  to  Division  street ;  west  on  Division 
street  to  Sedgwick  street ;  south  on  Sedgwick 
to  Chicago  avenue ;  east  on  Chicago  avenue  to 
Orleans  street ;  south  on  Orleans  to  Kinzie 
street ;  east  on  Kinzie  to  Clark  street ;  south 
on  Clark  to  Washington  street,  returning  north 

■  on  Clark  street  to  Kinzie  street;  west  on  Kin- 

zie to  Orleans  street;  north  on  Orleans  to 
Division  street;  west  on  Division  to  Sedgwick 
street;  north  on  Sedgwick  to  Lincoln  avenue; 
northwest  on  Lincoln  avenue  to  Garfield  ave- 
nue; west  on  Garfield  to  Racine  avenue;  south 
on  Racine  avenue  to  Center  street. 


Time 
Miles  Round 
Round  Trip, 
Trip       Minutes. 


9.66 


80 


1-^7 


4.60 


58 


30 


8.40 


66 


Maximum 

Number 

of  Car.s 

Operated. 


18  motors 
18  trail 


II   motors 
II   trail 


5  motors 


13  motors 


779 


63 


12  motors 


APPENDIX 


249 


Time 

Maximum 

Mil.-s 

KoUMCj 

NiiinlMT 

KolllKl 

Trip, 

of  Cars 

Trip. 

Minutes. 

Oj) 

5.85 


1 1.24 


.V3'> 


.^04 


'.(ji 


10. 08 


30 


CHICAGO   AVENUE   LINE. 

From  Chicago  avenue  and  Clark  street,  west 
on  Chicago  avenue  to  California  avenue;  north 
on  California  avenue  to  Division  street,  and  re- 
turn same  route.  7.80         57 

I'l  l.l.l'.R  ION  AVENl'l-   EIXE. 

From  FuIKtImii  avenue  and  liaNled  >ireel.  \ve>l 
on  Fuilerton  to  Milwaukee  avemie.  and  return 
same   route.  5.26         36 

DIVISION  STREET  LINE. 

From  Clybourn  avenue  and  Division  street, 
west  on  Division  to  California  avenue,  return- 
ing same  route. 

NORTH  AVENUE  LINE. 

From  North  avenue  and  Clark  street,  west  on 
North  avenue  to  4(nh  street,  returning  ^ame 
route. 

STATE  STREET  LINE. 

From  Clark  and  Division  streets,  east  on  Divi- 
sion to  State  street ;  south  on  State  to  Kinzie 
street ;  west  on  Kinzie  to  Dearborn  street ; 
south  on  Dearborn  to  Lake  street;  east  on 
Lake  to  State  street ;  south  on  State  to  Ran- 
dolph street;  west  on  Randolpli  to  Dearborn 
street,  returning  same  route. 

DEARBORN    STREET    l.iXi: 

From  Northwestern  Depot  at  Kinzie  and  Wells 
streets;  east  on  Kinzie  to  Dearborn  street; 
south  on  Dearborn  to  Polk  street;  returning 
same   route. 

CLYBOURN   TO   BELMON  T. 

From  Clybourn  avcinie  and  Cooper  street, 
northwe>t  on  Clybourn  avenue  to  Hebnoiu  ave- 
nue,  returning   same   route. 

CI. ARK    TO  DIA'o.V  AVENUE  LINE. 

JToui  Linnis  station  north  on  Clark  street  to 
Devon  avenue,  returning  same  route. 

EVANSTON  AVENUE  LINE. 

From  Limits  station  north  on  Clark  street  to 
Evanston  avenue ;  north  on  Evanslon  avenue  to 
Halsted  street;  north  on  Halstecl  street  to 
Graceland,  returning  same  route.  3.68         27 


30 


(K> 


12  motors 


4  motors 


6  motors 


21   motors 


II   motors 


6  motors 


2  motors 


1 1   motors 


4  motors 


250 


THE  CHICAGO  TRANSPORTATION   PROBLEM 


Timi-.  Maximum 

Miles  Round  Number 

Round  Trip,  of  Cars 

Trip.        Minutes.  Operated. 

HALSTED  AND  21  ST  STREET  LINE. 

From  Halsted  and  Clark  streets,  south  on  Hal- 

sted   to  21  St   street,   returning   same  route.  ^3-53        100         36  motors 

ASHLAND  AVENUE  LINE. 

From  Lincoln  and  Wrightwood  avenues,  north 
on  Lincoln  avenue  to  Ashland  avenue ;  north 
on  Ashland  to  Graceland  avenue,  returning 
same  route.  4.11  27  4  motors 

BELMONT  AND  ROSCOE  LINE. 

From  Lincoln  and  Wrightwood  avenues,  north 
on  Lincoln  avenue  to  Belmont  avenue ;  west 
on  Belmont  avenue  to  Robey  street ;  north  on 
Robey  street  to  Roscoe  boulevard ;  west  on 
Roscoe  boulevard  to  Western  avenue,  return- 
ing same  route.  4-59         30  6  motors 

SHEFFIELD  AVENUE  LINE. 

From  Lincoln  and  Wrightwood  avenues,  north 
on  Sheffield  avenue  to  Clark  street,  returning 
same  route.  2.03  14  2  motors 

Total  maximum  number  of  cars  operated 1 1 16 

The  above  total  is  made  up  as  follows  : 

Cable    grip    cars 170 

Cable    trail    cars 340 

Electric  motor  cars 508 

Electric    trail    cars 97 

Horse  car i 


1116 


MILWAUKEE   AVENUE    NIGHT   CAR. 

From  station  at  .Armitage  and  Campbell  ave- 
nues west  on  Armitage  avenue  to  California 
avenue;  south  on  California  avenue  to  North 
avenue;  east  on  North  avenue  to  Robey  street; 
south  on  Robey  street  to  Division  street;  east 
on  Division  street  to  Milwaukee  a\enne;  south 
on  Milwaukee  avenue  to  Lake  street ;  east  on 
Lake  street  to  Dear))orn  street ;  south  on  Dear- 
born to  Randolph  street;  east  on  Randolph  to 
State  street ;  north  on  State  to  Lake  street, 
and   return   same  route. 

BLUE  ISLAND  AVENUE   NIGHT   CAR. 

From  Blue  Island  and  Western  avenues,  north- 
east to  Lcavitt  street;  north  on  Leavitt  to  21st 
street;    east   on  21st   to   Center   avenue;    north 


10.97 


80 


app]-:ni)1X  251 


Tiiti.- 
Mil.-s  Kmind 

KuhikI  Trip, 

Trip.       Miiiuti-s. 

I'.Lri".   ISLAND  A\i:.\L'|-:   XKiirr  car— ComnuK.l. 

on  Center  avenue  to  Adams  street ;  east  on 
Adams  to  Fifth  avenue;  north  on  Fifth  avenue 
to  Lake  street ;  east  on  Lake  to  Dearborn 
street ;  south  on  Dearl)orn  to  Randolph  street ; 
east  on  Randolph  to  State  street ;  north  on 
State  to  Lake  street ;  returning  west  on  Lake 
street  to  Fifth  avenue ;  south  on  Fifth  avenue 
to  Adams  street ;  west  on  Adams  street  to 
Center  avenue;  south  on  Center  to  21st  street; 
west  on  2ist  to  Leavitt  street;  south  on  Leavitt 
to  Blue  Island  avenue;  southwest  on  Blue  Isl- 
and avenue  to  Western  avenue.  11. 18        80 

HALS'lI-:i)  STREI-l'  XiClil    CAR. 

From  Halsted  street  station,  north  on  Ilalsted 
to  Randolph  street ;  east  on  Randolph  street 
to  Fifth  avenue;  nortli  on  Fifth  avenue  to 
Lake  street;  east  on  Lake  In  Dearborn  street; 
south  on  Dearborn  street  to  Randolph  street  ; 
east  on  Randolph  to  Slate  street ;  north  on 
State  to  Lake  street,  returning  west  on  Lake 
street  to  Fifth  avenue;  south  on  l-ifth  avenue 
to  Randolph;  west  on  Randolph  to  ilalsted 
street   and   south   on    Ilalsted    street    to    station.       7-05         60 

OGDEN  AVENUE   XKillT  CAR. 

From  station,  northeast  on  Ogden  avenue  to 
Randolph  street;  east  on  Randolph  street  to 
Clinton  street;  north  on  Clinton  to  Lake  street; 
east  on  Lake  to  Dearborn  street  ;  south  on 
Dearl)orn  to  Randolph  street  ;  east  on  Ran- 
dolph to  State  street;  north  on  Slate  to  Lake 
street,  returning  west  on  Lake  street  to  Clin- 
ton street;  south  on  Clinton  street  to  Ran- 
dolph street ;  west  on  Randolph  to  Ogden  ave- 
nue;  southwest  f)n  Ogrlcn  avenue  to  40th  ave 
mic.  11.88         72 

1  WKLi'Tii  srRi:i:r  xicii  r  car. 

I'Vom  I2th  street  and  40th  avenue,  east  on 
12th  street  to  Fifth  avenue;  north  on  l-'ifth 
avenue  to  Lake  street;  east  on  Lake  to  Dear- 
born street  ;  south  on  Dearborn  to  Randolph 
street  ;  east  on  Randolph  to  State  street,  re- 
turning west  on  Lake  street  to  bifth  avenue; 
south  on  Fifth  avenue  to  I2th  vireel.  and  west 
on   I2th   street  to  40th  aveinie.  12.79        84 


252  1'HE  CHICAGO  TRANSPORTATION  PROBLEM 


VAN    BUREN   STREET   NIGHT   CAR. 


Time 
Miles  Round 
Round  Trip, 
Trip.    Minutes. 


From  Kedzie  avenue  and  Van  Buren  street, 
east  on  Van  Buren  street  to  Fifth  avenue ; 
north  on  Fifth  avenue  to  Lake  street ;  east  on 
Lake  to  Dearborn  street ;  south  on  Dearborn 
to  Randolph  street ;  east  on  Randolph  to  State 
street;  north  on  State  to  Lake,  returning  west 
on  Lake  street  to  Fifth  avenue;  south  on  Fifth 
avenue  to  Van  Buren  street,  and  west  on  Van 
Buren  to  Kedzie  avenue.  9.40         72 

ROBEY  STREET  NIGHT  CAR. 

From  Fullerton  avenue  and  Robey  street,  south 
on  Robey  street  to  Fourteenth  street,  returning 
same  route.  ^-5^        60 

GRAND  .A.VENUE  NIGHT  CAR. 

From  40th  street  and  North  avenue,  south  on 
40th  to  Grand  avenue ;  east  on  Grand  avenue 
to  Halsted  street ;  south  on  Halsted  to  Lake 
street ;  east  on  Lake  to  Dearborn  street ;  south 
on  Dearborn  to  Randolph  street ;  east  on  Ran- 
dolph to  State  street ;  north  on  State  street  to 
Lake  street,  returning  west  on  Lake  street  to 
Halsted  street;  north  on  Halsted  to  Grand  ave- 
nue and  west  on  Grand  avenue  to  40th,  and 
north  on  40th  to  North  avenue.  12.21         90 

MADISON  STREET  NIGHT  CAR. 

From  40th  and  Madison  streets,  east  on  Madi- 
son to  State  street,  returning  same  route.  10.20       100 

DIVISION  STREET  NIGHT  CAR. 

From     California   avenue   and    Division    street, 
east   on   Division   street   to   Milwaukee  avenue; 
south    on    Milwaukee    avenue    to    Lake    street ; 
'  east  on   Lake   street  to  Dearborn   street ;   south 

on  Dearborn  street  to  Randolph  street;  east 
on  Randolph  to  State  street ;  north  on  State  to 
Lake  street;  west  on  Lake  street,  returning 
same  route.  8.64         70 

CHICAGO  AVENUE  NIGHT  CAR. 

From  California  avenue  and  Armitage,  south 
on  California  avenue  to  Chicago  avenue ;  east 
on  Chicago  avenue  to  Clark  street,  returning 
same  route.  g.87        64 


APPENDIX  253 


PAULINA  NIGHT  CAR. 


Time 

Mil.-s  Round 

Kouiiii  Trip, 

Trip.        Minuti-s. 


I">om  Wood  street  ami  Clyl)ourn  place,  east  on 
Clybourn  place  to  Ashlaiul  avenue;  south  on 
Ashland  avenue  to  Lake  street;  west  on  Lake 
street  to  Paulina  street;  south  on  Paulina 
street  to  Twelfth  street ;  east  on  Twelfth  street 
to  Ashland  avenue ;  south  on  Ashland  avenue 
to  22nd  street,  returning  same  route.  q.(3(3        go 

LIMITS   XIGll  r  CAR. 

From  limits  station,  south  on  Clark  street  to 
Washington  street,  returning  same  route.  7.16        80 

LINCOLN  AVENUE  NIGHT  CAR. 

From  Lincoln  avenue  station,  .south  on  Lin- 
coln avenue  to  Center  street;  east  on  Center 
to  Clark  street;  south  on  Clark  to  Washington 
street,  returning  same  route.  7.46        80 

CLVHOURN  AVENUE  NIGHT  CAR. 

From  Clybourn  and  Belmont  avenues,  south  on 
Clybourn  avenue  to  Halsted  street ;  south  on 
Halsted  to  Division  street;  east  on  Division  to 
Crosby  street ;  south  on  Crosby  street  to  Lar- 
rabee  street ;  south  on  Larrabee  to  Chicago 
avenue ;  east  on  Chicago  avenue  to  Orleans 
street ;  south  on  Orleans  to  Kinzie  street ;  east 
on  Kinzie  to  Clark  street ;  south  on  Clark  to 
Washington,  returning  north  on  Clark  street 
to  Kinzie  street ;  west  on  Kinzie  to  Orleans 
street;  north  on  Orleans  to  Chicago  avenue; 
west  on  Chicago  avenue  to  Larrabee  street; 
north  on  Larrabee  to  Crosby  street ;  north  on 
Crosby  to  Division  street ;  west  on  Division 
to  Halsted  street;  north  on  Halsted  to  Cly- 
bourn avenue;  northwest  on  Clybourn  to  I<el- 
niont  avenue.  10.84        "o 

l.\uk.\i;i:k  sireft  xight  car. 

From  Helden  avenue  and  Racine  avenue,  .south 
on  Racine  avenue  to  Webster  avenue ;  east  on 
Webster  avenue  to  Larrabee  street ;  south  on 
Larrabee  street  to  Chicago  avenue ;  east  on 
Cliicago  avenue  to  Orleans  street ;  .south  on 
Orleans  to  Kinzie  street ;  cast  on  Kinzie  to 
Clark  street ;  south  on  Clark  to  Washington 
street,  returning  north  on  Clark  street  to  Kin- 
zie   street;    west    nn    Kinzie    street    to    Orleans 


254  THE  CHICAGO  TRANSPORTATION  PROBLEM 


LARRABEE  SI  REE  I"   NIGHT  CAR— Continued. 


Time 
Miles  Round 
Round  Trip. 
Trip.      Minutes. 


street;  north  on  Orleans  to  Chicago  avenue; 
west  on  Cliicago  avenue  to  Larral)ee  street; 
north  on  Larrabce  to  Lincohi  avenue;  north- 
west on  Lincohi  avenue  to  Eullerton  avenue ; 
west  on  Eullerton  to  Racine  avenue ;  south  on 
Racine  to   Belclen   avenue.  8.40        68 

NORTH  AVENUE  NIGHT  CAR. 

From  North  avenue  and  Clark  street,  west  on 
north  avenue  to  California  avenue,  returning 
same  route.  6.66        56 

CLARK  TO  LAWRENCE  NIGHT  CAR. 

From   Limits   station,  north   on   Clark   street  to 

Lawrence   avenue,   returning  same   route.  6.01         40 

EVANSTON  AVENUE  NIGHT  CAR. 

From  Limits  station,  north  on  Clark  to  Evans- 
ton  avenue  ;  north  on  Evanston  avenue  to  Hal- 
sted  street ;  north  on  Halsted  to  Evanston  ave- 
nue ;  north  on  Evanston  avenue  to  Devon  ave- 
nue ;  west  on  Devon  avenue  to  Clark  street ; 
north  on  Clark  street  to  Calvary,  returning 
same  route.  14-84         50 

HALSTED  AND  21ST  STREET  NIGHT  CAR. 

From  Halsted  and  Clark  streets,  south  on  Hal- 
sted to  2ist   street,   returning   same   route.  i,3-53       100 


.\ri'i-;\'i)ix 


255 


APPENDIX  B. 


Present   Routes,  Length   of   RouikI  'rrip,  Tiiiic  aii<l   .Maxiniuin  Nuiiil»er  of 

Cars  ( )i»crat('(l. 


CHICAGO  CITY  RAILWAY  COMPANY. 


FROM 


TO 


Milfs     Tiim- 
Round  Roiiiiil 
Trip      Trip 
Milts. 


Randolpli  &  Wabash  3'illi  &  Cotlatrc  (Ircivc  Loop,  \V;ih;i>.li.  22ih1,  Coltatri- 

(;.  .  <i.\x 

fiiili  A:  Lake- A  vi-mii-  .  Loop.  Wabash.  22iul,  Cottat'i- 

(i..  55th.  Loop 15.4.S 

Tlsi  Jc  Cotla<,'c  (Irovc  Loop,  Wabash,  22iul,  Cotlairc 

C. 17.33 

3'»th  aiul  Iiuliaiia Loi>p.  Wabash,  ISth.  Iml f<.'U 

51si  and  C.raiul  blvd.   Loop.  Wabash,  istli.  Iiid.,  51st  U.3(i 


Laki-  and  Stati-   

Wasliinu'lon  A:  Clark 


O'Neil   &   Halsi.-d    .. 
Lake  and  Slati".   .   . . 

Archer  and  Ha1sti-d 

Archi-rand  Wcsti-rn . 

3«th  and  Kcdzii- 

Lakf  and  Slaii- 

Cottaiiri'  (Irovi- 

Illinois  Ci-ntral 

Coltairc  (irovc 

Illinois  Central 

Wi-sti-rn   

Wallace  and  51st  

Sti-wart  and  51si 

Washington  .ivr.  .    .. 
Ston.v  Islam!   S.  Looj 

Ashland  .ind  (•3d 

Cottaifi-  (;.   and  (kSth 

(Jrand  Crossing'  

State  and  Vinifniti-s 


3'lth  and  Slate Loop.  Stati' S.73 

(i3ii  anil  Si.it.-   Loop.  State 14.70 

(I'Hli  aiul  Weiilworth.. Clark,  22nd,  Weiitworih 15.^4 

7'ilh  and  Halsled Clark.    22nd.     Wenlworlh. 

Vincennes.  7'»th    l'i.45 

(■3d  and  Center Clark.    Archer.    Canal.  2'»lli. 

Wallace.     Root.      Halsled, 

47th.  Ci-ntte \(>.t<" 

75lh  aiul  Center   R.R.    Clark,    Archer,   Canal.  2'>th. 

Wallace.      Root,      Halsled. 

47th.  Centre  .              l'l.55 

(.'ilh   and    Halsled.         Clark.  Archer,  Halsled 1(..(.5 

7'»lh  and  Halsled Halst.-d  ■ 13.77 

3iK)  ft.  S.  (I'lth  &  Ash-  Loop,    State,     Archer.     Ash- 
land      land l,s.51 

.3)1  ft.  S.  ()'»ih  iV  Ash-  Archer.  Ashland ll.'ci 

land  

71st  and  Wesii-rn  .         Weswrn   s.47 

(i3d  and  Central  I'ark   Ke.lzie.  d.^l 7.24 

Citv  Limits Loop.  Stale.  Archer 1.><.71 

3.sthand  Central  Tark  Loop.  State.  Archer,  3.sth 14.(..i 

Halsled 2«ilh  3.tm 

Arclur     31sl,  Fitnev 5.43 

.California  S.'ith '. S.(.7 

Slock  Yards 3<)th.  Halsled,  RiHit    4.«1 

4.^1,  Slate.  Root 5..'^s 

W<-stern  and  47lli  .    .     47th...   '>.57 

Kedzie  and  47th    47lh      2.t»' 

W I  and  51si     51si       3.im 

(;rand  blvd.  and  51st    51si    I.'t2 

.Leaviit  and  .s'Uh   ....  (.1st.  Stale,  .«;'Uh '».K4 

Ashland     Loop.  (..^1 H.M> 

Central  av iM   10.15 

(.'•ih  anil  Wi-siern  .        (J<tli,  Keefe.  (.'ith H.22 

lottaije  (Irov South    Chicafo  A 1..3M 

Sl.lle.    Vliuelllles.                I.  «  I .   St  a  t  e   I  o  7.^1  iV    V  i  iiceu  lies  2.('2 


ll(> 

123 


111 

|o5 


Maximum 

Number 

of  Cars 

Operated 


28  jrrip 
2H  trail 

32  isrip 
()4  trail 
34  (.rrip 
(>«  trail 
27  motor 

33  motor 
3.S  ^i-rip 
3.S  trail 
51  irrip 
51  trail 
51  motor 


127 

J7 

motor 

113 

4(> 

motor 

'»,! 

35 

motor 

l.Vl 

41 

motor 

(>  1 

12 

motor 
motors 

42 

2 

motors 

13i> 

12 

motors 

IK) 

25 

motors 

27 

? 

motors 

45 

17 

iiiotorK 

(■3 

21 

motors 

44 

11 

motors 

47 

I'l 

motors 

(0< 

2.S 

motors 

14 

1 

motor 

2ii 

2 

motors 

15 

1 

ilintor 

lo 

14 

motors 

5'» 

2.^ 

motors 

.';4 

4 

niotorH 

5(. 

1(1 

motors 

12 

1 

motor 

IS 

2 

motorw 

Total  number  of  cars  upeiaied. 


The  alM)ve  total  is  ni.ide  up  .is  follows: 


Cable  Urip  Cars. 183 

Trail     "     24'* 

Electric  Motor  Cam... 561 


256  THE  CHICAGO  TRANSPORTATION  PROBLEM 


APPENDIX  C. 


Recommended  Routes  for  the  Operation   of  Cars   Under  a  Unification  of 

Management  of  the  Chicago  City  Railway  Company  and  the 

Chicago  Union  Traction  Company. 

V                                                                                                                             C:'S  a.    o^  c  rt  j5  u 

li                FROM                                 TO                                            VIA                          c=?     .H  g^  -c  "2 

«^                                                                                                                                                  ^«^     ^«-^  5  1^ 
H  M  ^Q 

1  7lst  Street   Devon  Ave Cottag-e  Grove,  22nd,  Wabash 

A.,   Subway,    North  Clark, 
Evanston  Ave 34.0 

2  57th  and  Lake  A Howard  Ave Lake      Ave.,     5Sth,     Cottag-e 

Grove,  22nd,  Wabash,    Sub- 
wav.   No.  Clark  35.3 

3  71st  Street Rose  Hill  Cenieterv  .   Cottaye    G..     22nd,    Wabash, 

Subway,   Wells,   N.    Clark, 
Center,  Lincoln,  N.  Robey.     34.7 

4  S7th  and  Lake  Ave Belmont  A Lake,  S5th,  Cottafj-e  G.,  22nd, 

Wabash,   Subway.   Wells, 
Division,  Clvbourn 20.3 

5  71st  Street  Lincoln  and  Belmont  Cottatj-e    G.,    22nd,     Wabash, 

Subway.    Wells,   N.   Clark. 
Center,  Lincoln   20.0 

6  S7th  and  Lake  Lawrence  A.   Lake.  55th.  Cottag-e  G.,  22nd, 

Clark,  Subway.  Milwaukee    34.2 

7  Slst  Street  Devon  Ave Indiana.  18th,    Wabash,  Sub- 

way. N.  Clark,  Evanston  ..     28.2 

8  Slst  Street Howard  Ave Indiana.   18th,    Wabash,  Sub- 

wav,  N.  Clark 31.8 

9  79th  Street  &  Halsted  Devon  Ave 7')th,Vincennes,State,Subwav 

N.  Clark,  Evanston 36.3 

10  79th  and  Halsted Howard  A 79th,  Vincennes,    State,   Sub- 

wav,  N.  Clark 39.6 

11  63d  and  Stony  Island  Rose  Hill  Cemetery  ..63rd,"  State,   Subway,   Wells, 

Lincoln,  N.  Robev.  35.6 

12  63d  and  Stony  Island  Belmont  A 63rd,   State,    Subwav,    Wells, 

Division.  Clvbourn 29.3 

13  63d  and  Stonv  Island  Sheffield  &  N.  Clark.  63rd.    State.    Subwav,  Wells, 

Lincoln  and  Sheffield 28.0 

14  63d  and  Stony  Island  Lawrence  A 03rd,  State,  18th,  Clark,  Sub- 

wav, M  i  1  waukee 37.3 

15  Archer  &   West  48th 

Ave Wells  &  Clark  St Archer,  Clark,  Subway, Wells    23.0 

16  Wentworth   and     Vin-N.  Clark  &  Diversey  Wentworth,   Clark,   Subway, 

cennes '       N.Clark '. .     24.0 

17  26th  St.  &  W.  46th  A  V.Wells  &  N.  Clark 26th  St..  Blue  Island  A.,  Hal- 

sted,  Van    Buren,  Subwav, 
Wells     ". .     19.1 

18  W.  40th  Ave.&  Og-den  North  Ave..  N.  Clark  Otrden,  Madison,  Subwav,  N. 

Ave Clark  15.4 

19  79th  Street  Evanston  A Halsted  27.5 

20  69th  Street N.  Clark Ashland.  12th,  Paulina,  Lake, 

Ashland,     Clybourn     and 
Southport 27.0 

21  Blue  Island  Ave   Rose  Hill  Cemetery..  .Robev  Stnvt 19.5 

22  71st  Street Belmont  A Western    Avenue 24.0 

23  63rd  Street Belmont  A Kedzie  A.,  Chicago   A.,   Cali- 

fornia A 23.0 

24  Western  A Cottag-e  G.  &  6Sth  St.. 69th  Street 8.2 

25  Central  A Stonv  Island  Ave.    ...63rd  Street 18.25 

26  Leavitt  St Jefferson    A.    &    Mid- 

wav 59th  and  61st 9.8 

27  Wood  St Washington  P 51st  Street 5.5 

28  Kedzie  Ave I.  C.  R.  R 47th  Street 11.6 

29  Stock  Yards I.  C.  R.  R Root  and  43rd .5.6 

30  Stock  Yards    Cottage  G.  A Root,  Halsted,  39th 4.8 


240 

15 

16 

255 

15 

17 

255 

15 

17 

180 

15 

12 

190 

5 

38 

240 

15 

16 

195 

15 

13 

225 

15 

15 

255 

15 

17 

270 

15 

18 

255 

15 

17 

210 

15 

14 

200 

5 

40 

255 

15 

17 

105 

15 

11 

165 

15 

11 

120 

15 

8 

105 
VM 

15 
5 

11 
38 

190 

170 

10 
10 
10 

19 
14 
17 

150 
57 
126 

IS 

3 

18 

10 
19 

7 

70 

40 

80 

40-2 

36 

10 
10 

5 

2-4 

4 

7 

4 

16 

18 

9 

APPI'.XDIX 
Ari'EN DIX  C— Couiiimed. 


:isi 


z^  KKOM  TO  VIA  =i;^   ,E  i^'    I    ^2 


31a  38tli  iSj  CViur.il  Park  ACi)Ua^'.' C. .vStli,  Aiolur  A.  &  35lli  Sts..   .     H.(,  60         5        12 

31b  35lli  &  California  Av.  Cottatrc  (; 35th  Stn-i-l 10."»  75         5        IS 

32  Pitiu-v  Ct I.  C.  R.  R 31st  Stn-ct 5.5  40         2-2     li> 

33  Halstcd Cottau-i-G 2()tli  Stri-t-t    3.0  20         5         4 

34  Blui- Island  .\ve Slate  St   Lt-avitt  &  I8th 7.0  4«         6         S 

35  Robi-y  St 12lli  and  Wabasli    ....  14tli.  Canal  &  12lli 5.66        40        10         4 

36  4.stli  Avf Michi^ran     .\v<-.    and 

Monnu- Loop  1.  12th  Str.-ft  14.10        '»'i  1-2    66 

37  K<-il/.i<- Wabasli  anil  M.mroi-    Loop  2.  Harrison  Stn-i-t 9.0  65         2-2    26 

3.S     K.ilzi.- State  and  MonriH-    .. .  Loop  3,  Van  Hurcn 8.5  60  2        30 

y>     21st    and     l)on«-las    P. Dearborn  and  .Monro>-21st.    Center     ave,     Adams 

Blvd street.   Loop  No.  4 10.«  75  5        IS 

411     Clybourn  PI.    &    Ash-I)<-arborn  and  MonroeAsh  and    ave.,    Krie,    Center, 

land Austin,  Sant^anion,  Adams, 

Loop  No.  4.. 9.6  65         5        13 

41  W.6»thAve.   State  and  Monro.-.   ...  Madison  street,  Loop  No.  7...   15.16      110         S       22 

42  W.  60th   Ave Michigan  &  MonrOv^'.  Lake  street,  Loop  No.  5    16.1         lio        10        II 

43  4  ith  .\ve  &  X.  .\ve.    .  .Slate  street Grand  ave..  Loop  No.  11 12.8  90        10  9 

44  411I1   Ave N.  Clark  street Chica^'o  ave 9.7  6S         5        14 

4?     California N.  Stale  street   ...      ..  Division  street 7.0  49  6  8 

41.     4(.lh   .\v.- N.  Clark  str.'et North  ave    11.2  80  5        16 

47     .\shland  .\ve Stony  Island  ave.     ...63rd  street 8.2  60         7-2      8 

4.S     .\shlaiul  A:  63rd  St.  ...Monroe  &  Dearborn   .63d,  Wentworth.  22nd,   Clark. 

hubwav  Loop  10         17.4        120         3       40 

4'i    3''th  St Wabash  and   Monroe  Indiana,' 18th,    Wabash    and 

Subway  Loop  M .s.O  So         2        28 

50  Belnumt     A.    &     Mil-Dearborn  A:  Monroe  .  Helniont   ave..   Lincoln   ave., 

waukee  Sedjrwick,     Orleans,    Indi- 
ana, Subway   Loop    13 16.0         114  6        19 

51  Lincoln  Ave.   &    Fos-Dearborn  Jc  Monroe. .  Lincoln,  Sedjrwick.   Orleans, 

ter  Ave Indiana,    Subwav     Loop 

13 : 16.0         114  6        19 

52  Fullerton      &       M  i  1 -Dearborn  A:  .Monroe. .  Fullerion,  Lincoln,  Larrabee, 

waukee   Chicatro,  Orleans.   Indiana, 

Subwav  Loop     13 13.2  "0         o        15 

53  35lh  &  Cotta-re  Grove.  Dearborn  &  Monroe.  .3Sth,     Wentworth,     22nd, 

Clark,  Loop     10. 'i.3  611         S        13 

54  Center  Ave.  <fe  63rd  St. Monroe  &  Dearborn     Center,  47lli.  Halsled,  Archer, 

Clark.  Subwav  Loop  No.  10.  15.8         111  3        37 

55  151u>- Island  A:  2oih  St. Clark  and  Adams.    ...Ulue    Island,     Halsled,     Van 

IJuren,  Loop    15 8.2  .^''-5      3-2     17 

5<«     North  Ave.   and    Mil-Wabash  and  Monroe    North  ave.,    N.   Clark.    In'li- 

waukee  ana.SubwayLoopNo.il..     ''.4  65         5        13 

57  Division  &  MilwaukeeSlate  and  Monroe Division,    Wells,     Indiana, 

Subway  Loop  No.  12 7.1  fo        10         5 

58  Armitaire  i  44th  ave.  Clark  and  .Monroe Arniitat'-<',    Milwaukee.     Des- 

plaines,  Washiinflon,  Sub- 
way Loop    14    14.3  '»9  3        33 

S**     North  av<-.  iV   4(.ih  si.  Cl.irk-  and   .Monroe North  avi-..   Milwaukee.   Des- 

plaines.  Washinjrton,  Sub- 
way  Loop  14    .    13.4         liHt  5        20 

(jO     Division  &  Californi.-iClark  and   .Monroe   ...Division,      Milwaukee,     Des- 

plaines.  Washinyliui,  Sub- 
wav   I p     14 8.6  Ml  5        12 

61  California  iSj  Helnionl  Clark  and   Monroe...    California.  Cliicat'o.   Milwau- 

kee.   De-plaines.    Washini.r. 

Ion.  Subwav   Loop  No.  14.    .    14.  '»5  5        V> 

62  40lh  and  Ni>rth   A  ve.. .  .Miiliiu'an  and  .Monro,- 4"lli.    (irand     ave..     HaNled, 

Lake,  Surface  Loop  .No.  5  .    12.x-*i        "<•        10         ') 

63  Kvanston     ave.     a  n  d  Van  Itnren  A:  HaKied.Halsteil  lo.o        o7-5        7-2      '' 

Halsted 

64  0|fden   ave.   and   4»)tli Wabash   and   MonrtM-.Oifden,     K.intlolph,     Surface 

avp Lo..p( 12.1        ino         4        25 

65  26th  and  W.  4<»lh  ave.  Clark  an. 1  .\d.iins  ...   2otli,    Ulue    lslan<l,    Halsted, 

V.in   Ituren.   Subwav    Loop 

No.   IS ...   12.48 

(rfi     .Vdli    an<l    Central    Pk. Clark  and  .\dams isih.     Archer,     Halsled,   Van 

ave Huren,  Subway  Loop  No.  15  14.00 

67  Archer    and    WesternClark  and  Adams Archer.  HaUli-<l.  Van   Kuren. 

ave Suliway  Loop  .N'o.  15 10.8 

68  Ashland  and  6'«th Clark  and  .Vdanis.         .Ashland,      .\rcher.     H.ilsd-d, 

Van    Ituren,   Subwav   L<hmi 

No.  IS  1H.2 

69  C«iit«r  and  75th  St.    .   .Clark  and  Adam-  ...   Center.     47th,    Hatsted,    Van 

Huren,  Subway  Loop  No.  IS.     l'».4 


">0 

15 

'IJ 

15 

75 

3 

126 

1 

i.v; 

3 

258 


THE  CHICAGO  'IRANSPOR'I  A'lION  PROBLEM 
APPENDIX  C\— Continued. 


1^ 


FROM 


TO 


VIA 


=  3  1- 


B     ^C 


70     HalstL-d  and 
ri     Stock  Yards 


•'Hli 


1.K.3 


17.3 


12.H-25    2-4  57 


7.H.' 

75  I'i  45 

120 

4   30 

'»0 

1-2  6C 

•Sd 

4   20 

120 

15    H 

lie 

2%   48 

12) 

10   12 

13  J 

10   13 

95 

5   I'J 

125 

5   25 

''5 

5   19 

'».(, 


t... Dearborn  and  MonrotHalsted,  Archer,  Clark,  Sub- 
way Loop  No.  10 

—  Dearborn  and  MiinroL'Root',  WaUace,  29th,  Canal, 
Archer,  Clark,  Subwav 
Loop  No.  10 ".     ICs 

72  Wentworlh   and     Vin-Dearb(n-n  and  Monroe Wentworth.  22nd.  Clark.  Sub- 

<:t'iliies     way  Loop  No.  10 

73  Loop  No.  8 55th  St Wabash,    22nd     and    Cottajre 

drove 12.1' 

74  Slst  and    South    Park  Wabash  and  Monroe  .5Ist,   Indiana,  18th,   Wabash. 

ave Subwav  Loop  No.  8  11.7 

75  71sl  and  Cottau-e  Gr. . .  Wabash  and  Monroe  .Cottag-e  Grove,  22nd,  Wabash, 

Subwav  Loop  No.  8 17.0 

76  57lh  and  Lake Wabash  and  Monroe  .Lake.    55th,    Cotta^^e     Grove, 

2-'nd.    Wabash,     Subwav 

Loop  No.  8 ".     14..S 

.(     Jefferson     ave.     and  61st.    State,    Subway    Loop 

Midway    State  and  Mon  roe No.  9 17.5 

78  59th  and  Leavitt Dearborn  and  Monroe59tli,  Wentworth, 22nd,  Clark, 

Subwav  Loop  No.  10 , . . .     18.2 

79  47th  and  I.  C.  R.  R.  .  .State  and  Monroe 47th,   State,  Subwav    Loop 

No.  9 " 13.,, 

80  47th  and  Western  ave. .Dearborn  and  Monroe47th,  Wentworth,  22nd,  Clark, 

Subwav  Loop  No.   10 17.(i 

81  3Mh  and  California.  ..Dearborn  and  Monroe35th,  Wentworth.  22nd,  Clark, 

Subwav  Loop  No.  10 13. d 

82  Southport  ave.  and  N.Dearborn  and  MonroeSouthport,    Clybourn,    Divis- 
Clark  ion,  Orleans,  Indiana,  Sub- 
wav L(n)p  Ni>.  13 12.4 

Ashland,  Lake,  St.  Johns  PI.. 
Randolph,    Surface    Loop 

No.  b 

.  Ashland,  12th,  Paulina,  Mad- 
ison, Surface  Loop  No.  7... 

85  Robey  and  North  ave.State  and  Monroe Robey  and   Madison,  Surface 

Loop  No.  7 

86  Robey  &   Blue   IslandSlale  and  Monroe Robev.    Madi 

ave Loop  No.  7 

87  Western  and  Milwau-State  and  Monroe Western,     Madison,    Surface 

keeave *    Loop  No.  7 11.0 

88  26th  and  Western State  and  Monroe Western,    Madi.son,     Surface 

Loop  No.  7 11.0 

89  CI\  bourn  &  Belmont. .Dearborn  and  MonroeClybourn,     Division,     Wells. 

Indiana.    Subwav    Loop 
,       ^  No.  13 : 7.(jt, 

90  Taylor  and  Western . .  Surface  Loop  No.  2.  . .  Canal  and  Harrison 7.(.(, 

91a  ColoradoandW.  40th  .State  and  Monroe Colorado.     Madison.     Loop 

No.  7 10.33 

91b  Western    and    RoscoeAshland    and     IrvinjrRoscoe.N.  Robev.  Belmont  & 

Bl'fd Park Ashland  ave. ." 4.5 

92  Kedzie  and  Ofrden  aveState  and  Monroe Kedzie.  Madison.  Loop  No.  7  11.33 

93  Kedzie    and    ChicafroState  and  Monroe Kedzie.  Madison.  Loop  No.  7  10.16 

ave 

94  Diversey  and  Clark...  39th  &  Cottafre  GroveN.  Clark.  Subway  A,  Wabash 
..    .^.  ave.,  22nd.  Cotitasre  Grove..     16.5 
9o    Diver.sey  and  Clark.. 39th  and  State N.  Clark,  Subway  B.  State.. .     15.7 

The  fore-roinfrroutintr  has  been  prepared  with  the  idea  of  .serving-  all  the  streets  at  present 
served  and  under  the  same  headway,  in  order  to  show  that  a  unified  svstem  could  be  operated  with 
no  rtiore  Cars  than  are  beiny  furnished  under  the  present  operation.  O'winjr  to  the  increase  in  speed 
obtained  by  the  abandonment  of  the  Cable  and  the  {.neater  facility  in  the  movement  of  Cars  oper- 
ated as  throujrh  routes,  with  200  cars  less  in  use,  a  service  is  vet  maintained  equal  to  the  present. 
It  can  be  seen  that  the  addition  of  these  2u0  cars  to  the  above  headways  would  >rive  an  increased 
service  over  that  triven  at  the  present  time  without  increasinjr  the  expense  of  operating.  The 
rearranfrenienl  of  terminal  facilities  as  recommended  will  provide  room  for  the  increase  of  cars 
needed  at  present  and  for  future  demands. 


83    Clybourn  PI.  and  Ash- Wabash  >.V  Monroe 
land 


84    Ashland  and  22d  si. ...Stale  and  Monnx 


Surf  a  c . 


70 

10 

■; 

(.0 

10 

6 

(.0 

10 

(l 

70 

10 

7 

80 

10 

8 

80 

10 

8 

55 

:; 

11 

55 

5 

11 

30 
60 
70 

5  6 
5  16 
5   14 

117 
111 

1-2  78 
1-2  74 

APrF.Xi:)lX  259 


APPENDIX  1). 


Kfc(iiniinii(lc.|     Ivdiitcs    in    lliisiritv-s    Dislric!     lor    ili'    ()|(ci-at iuii    of   C':irH 

linlfr  l)i\  isioiial  (  )\\  iicrsli  ip,  with  .Idint  I'se  of  Tracks, 

as  Sliown  oil  Ma|i  No.    i. 

Lines  entering  from  the  West  Division  shown  in  green.  Lines  entering  from 
.Xortli  Division  sliown  in  yellow.  Lines  entering  from  the  South  Division  shown 
in  I)r()\\n.  Wiu-re  tracks  are  used  Jointly  the  colors  in  the  hroken  lines  indicate 
the  lines  from  each  division  which  operate  over  the  tracks.  The  tracks  necessary 
to  add.  to  form  the  local  distrihuting  system,  are  shown  in  red.  which  distributing 
system  is  fully  described  in  Part  5. 

nyTR.LXCIi    Of    UliST    nil  I  SIGN    LINES. 
LINKS   KXIKRIXG  OVER  LAKE  STREET   BRIDGE— 

East  on  Lake  Street  to  Franklin;  East  on  Randolph  to  State  Street;  Soutli 
on  State  to  Madison;  West  on  Madison  to  Fifth  Avenue;  North  on  Fifth  .Vvenue 
to  Randolph  ;  West  on  Randolph  to  Franklin  ;  North  on  Franklin  to  Lake,  thence 
West  on  Lake  to  point   of  entrance. 

LINES  ENTERING   OVER   RANDOLIMI    STREET   BRIDGE— 
Cars  entering  over  Randolph  Street  bridge  traverse  the  same  loop. 

i.ixi:s  i:xTi:RiX(i  o\er  aladisox  stki:e't  bridge— 

Jiast  on  .\Ladison  Street  to  State  Street;  South  on  State  to  Monroe;  West  on 
.Monroe  to  Fifth  Avenue;  Xorth  on  Fifth  .X venue  to  Madison  Street,  thence  West 
111   i)oint    of   entrance. 

i.iXF.s  i-:xtt:rix(;  over  ada.\ls  siri-:t:t  bridgi-:— 

l•"..•l^t  on  .\dams  Street  to  Fifth  .Xvenue;  Xorth  on  I'ifth  .\venue  to  Monroe; 
l"^ast  oil  Monroe  to  State  Street;  Soutli  I'U  Slate  to  .Vd.mis ;  West  on  .'\dams  to 
lioinl  of  entrance. 

LINES  EN'TERIXG  ()\1:R  \.\X  BlKlvX  SIRIJ-:!    i;rii)(;e— 

East  on  \'an  Buren  to  I""ifth  .\venue  ;  .\ortIi  on  ['"ifth  Avenue  to  .\dams;  East 
on  .\dams  in  Siatt-;  .^oiiib  on  .Si.-Uf  in  \;iii  I'uren ;  tluiice  West  to  point  of 
entrance. 

FIXES  i-:x  ti-.rix(;  ()\i-:r  iiakrisox  stri-:i:t  b.ridgi-:— 

l''a>l  on  Harrison  to  Clark;  Xorth  on  Cl.irk  to  \':in  I'.uren ;  l\a^t  nu  \';m 
Buren  to  Stale;  South  on  .St;iti-  to  Harrison,  thence  Wc^i  <in  H.irrisoii  to  jxiint 
of  entrance. 

LIXI-:S   EXIi'.RlXG  oXi-.R    uill    SIRI-.I-T   I'.RIDGE— 

East  on  Twelfth  .Street  to  l-'ifth  .\venue;  .Xorih  on  l-'ifih  .\\enne  to  Harrison; 
l".ast  on  Harrison  to  Clark;  North  on  Clark  to  \an  Buren;  Ivist  on  \an  Buren 
to  Slate;  South  on  State  to  Harrison;  thence  West  on  Harrison  to  l-'iftli  Avenue; 
South  on  Fifth  .\venne  to  Twelfth  Strtet.  thence  Wot  on  Twelfth  .Street  to  point 
of   entrance. 

By  this  routing  one  side  of  each  Wist  Division  Loo|)  readn-s  .St.itc  Street. 


260  THE  CHICAGO  TRANSPORTATION  PROBLEM 

ENTRANCE  OF  NORTH  DIVISION  LINES. 

LINES  ENTERING  OVER  STATE  STREET  BRIDGE— 

South  on  State  Street  to  Harrison;  East  on  Harrison  to  Wabash  Avenue; 
North  on  Wabash  Avenue  to  Lake ;  West  on  Lake  to  State ;  thence  North  on 
State  to  point  of  entrance. 

LINES  ENTERING  OVER  DEARBORN  STREET  BRIDGE— 

South  on  Dearborn  Street  to  Harrison;  East  on  Harrison  to  State;  North  on 
State  Street  to  Lake ;  West  on  Lake  to  Dearborn ;  North  on  Dearborn  to  point 
of  entrance. 

LINES  ENTERING  OVER  CLARK  STREET  BRIDGE— 

South  on  Clark  to  Harrison;  East  on  Harrison  to  Dearborn  Street;  North  on 
Dearborn  Street  to  Lake;  West  on  Lake  to  Clark;  North  on  Clark  to  point  of 
entrance. 

LINES  ENTERING  OVER  WELLS  STREET  BRIDGE— 

South  on  Wells  to  Lake;  East  on  Lake  to  Clark;  South  on  Clark  to  Harrison; 
East  on  Harrison  to  Dearborn ;  North  on  Dearborn  to  Lake ;  West  on  Lake  to 
Wells,  thence  North  on  Wells  to  point  of  beginning. 

By  this  routing  all  lines  on  two  loops  reach  State  Street  and  as  far  South 
as  Harrison  Street  and  on  one  loop  reach  as  far  East  as  Dearborn  Street  and 
as  far  South  as  Harrison  Street. 

ENTRANCE  OF  SOUTH  DIVISION  LINES. 

WABASH  AVENUE  LINE— 

North  on  Wabash  Avenue  to  Harrison  Street;  West  on  Harrison  to  State; 
North  on  State  to  Lake ;  East  on  Lake  Street  to  Wabash  Avenue ;  South  on 
Wabash  Avenue  to  point  of  entrance. 

STATE  STREET  LINE— 

North  on  State  Street  to  Randolph ;  West  on  Randolph  to  Dearborn ;  South 
on  Dearborn  to  Harrison ;  East  on  Harrison  to  State ;  thence  South  on  State  to 
point  of  entrance. 

LINES  ENTERING  ON  CLARK  STREET— 

North  on  Clark  Street  to  Harrison ;  East  on  Harrison  to  Dearborn ;  North 
on  Dearborn  to  Randolph  Street ;  West  on  Randolph  to  Clark ;  South  on  Clark  to 
point  of  entrance. 

By  this  routing  the  Wabash  Avenue  line  reaches  as  far  North  as  Lake  Street, 
and  the  State  Street  line  as  far  North  as  Randolph  Street,  both  traversing  State 
Street,  and  the  Clark  Street  line  reaches  as  far  North  as  Randolph  Street  and 
East  as  far  as  Dearborn  Street. 

The  through  routing  of  cars  between  all  divisions  is  made  practicable  under 
the  arrangement  shown  on  Map  3  by  connecting  the  different  loops  at  suitable 
points  with  the  tracks  on  the  North  and  South  Streets,  thus  permitting  any  desired 
combination  of  routes  to  be  made  with  through  cars. 


APPENDIX  261 


APPENDIX  E. 


Schedule  Showing  Puiiils  at  W'liich    Transfers  Are  Issued  and  Received  hy  the  Clii- 

cago  City  Railway  Co. 


TKANSFEK   rolNTS  ON  COTTAGE  GROVE  AVENUE  LINES. 

NO.  I  A. 

South  bound  Cottage  Grove  Ave.  cars  issue  transfers,  for  cash  fares  or  trans- 
fers, to  west  bound  26th  St.  cars,  35th  St.  cars,  39th  St.  cars  and  69th  St.  cars,  to 
east  or  west  bound  31st  St.  cars,  43d  St.  cars,  47th  St.  cars,  6ist  St.  cars  and  63d  St. 
cars,  and  to  southwest  bound  South  Chicago  Ave.  cars,  and  at  i8th  St.  to  south 
bound  Indiana  Ave.  cars. 

NO.  I  B. 

South  bound  Cottage  Grove  Ave.  cars  receive  transfers  from  east  bound  26th 
St.  cars,  35th  St.  cars,  39th  St.  cars  and  69th  St.  cars,  from  east  or  west  bound  31st 
St.  cars,  43d  St.  cars,  47th  St.  cars,  61  st  St.  cars  and  63d  St.  cars. 

NO.  I  A. 

North  bound  Cottage  Grove  .-Xvc.  cars  issue  transfers,  for  cash  fares  or  trans- 
fers, to  west  bound  69th  St.  cars,  39th  St.  cars,  35th  St.  cars  and  26th  St.  cars,  to 
east  or  west  bound  63d  St.  cars,  61  st  St.  cars,  47th  St.  cars,  43d  St.  cars  and  31st  St. 
cars,  and  east  bound  55th  St.  cars;  also  from  north  bound  55th  St.  Cottage  Grove 
Ave.  cars  transfers  are  issued  to  south  bound  71st  St.  Cottage  Grove  Ave.  cars. 

NO.  I  B. 

North  bound  Cottage  Grove  .Xvc.  cars  receive  transfers  froni  ea>t  liound  (kjiIi 
St.  cars,  39th  St.  cars,  35lh  St.  cars  and  26th  St.  cars,  from  east  or  west  bound 
63d  St.  cars.  61  st  St.  cars,  47th  St.  cars,  43d  St.  cars  and  31st  St.  cars,  and  from 
north  bound  South  Chicago  .\ve.  cars. 

SPFXIAI.. 

i^asscngers  paying  fare  either  in  cash  or  transfer  slips  on  the  "short"  line  cars 
will  be  transferred  to  the  "continuatioii"  or  "through"  cars  of  the  same  line  at  39tli 
St.  from  the  39th  St.  Cottage  (irove  .Kve.  cars  to  tlic  71st  St.  or  55th  St.  Cottage 
Gn.ve  Ave.  cars,  and  at  53th  St.  from  the  55th  St.  Cottage  Grove  .Vve.  cars  to  the 
71st  St.  Cottage  Grove  Ave.  cars.  Transfers  from  the  through  cars  may  be  issued 
on  "cash"  transfers,  received  from  short  trip  cars  of  same  line,  the  same  as  for  cash 
fares.  Passengers  may  be  transferred  to  the  Cottage  Grove  Ave.  line,  via  the  63d  St. 
line,  on  transfers  from  north  bound  cars  of  the  IJalsted.  Wentwortii  and  State  St. 
lines,  and  vice  versa.  Transfers  may  l)e  is>iued  from  the  3!><t  St.  cars  to  Cottage 
Grove  Ave.  cars  on  "cash"'  transfers,  from  cat  buund  .\rilKT  .\ve.  cars,  the  same  as 
for  cash  fares. 


262  THE  CHICAGO  TRANSPORTATION  PROBLEM 

TRANSKEK    I'OINTS    OF   INDIANA    AVENUE   LINES. 

NO.  I  A. 
South  bound   Indiana  Ave.   cars  issue  transfers   for  cash   fares  or  transfers  to 
east  or  west  bound  26th  St.  cars,  31st  St.  cars,  35th  St.  cars,  39th  St.  cars,  43d  St. 
cars,  47th   St.   cars,   51st   St.   cars,   and   at    i8th   and   Wabash   Ave.   to   south   bound 
Cottage  Grove  Ave.  cars. 

NO.  I  B. 
Soutli  bound  Indiana  Ave.  cars  receive  transfers  from  east  or  west  bound  26th 
St.  cars,  31st  St.  cars,  3Sth  St.  cars,  and  at  i8th  St.  and  Wabash  Ave.  from  south 
bound  Cottage  Grove  Ave.  cars. 

NO.  I  A. 

North  bound  Indiana  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers,  to 
east  or  west  bound  47th  St.  cars,  43d  St.  cars,  39th  St.  cars,  35th  St.  cars,  31st  St. 
cars,  26th  St.  cars,  and  at  i8th  St.  and  Wabash  to  north  bound  Cottage  Grove  Ave. 
cars. 

NO.  I  B. 

North  bound  Indiana  Ave.  cars  receive  transfers  from  east  or  west  bound  51st 
St.  cars,  47th  St.  cars,  43d  St.  cars,  39th  St.  cars,  35th  St.  cars,  31st  St.  cars  and  26th 
St.  cars. 

SPECIAL. 

Passengers  paying  fare,  either  in  cash  or  transfer  slips,  on  the  39th  St.  Indiana 
Ave.  cars,  will  be  transferred  to  the  "continuation"  or  "through"  cars  of  the  same 
line  at  39th  St.  to  the  51st  St.  Indiana  Ave.  cars.  Transfers  from  the  through  cars 
may  be  issued  on  "cash"  transfers,  received  from  short  trip  cars  of  same  line,  the 
same  as  for  cash  fares.  Transfers  may  be  issued  from  the  31st  St.  cars  to  Indiana 
Ave.  cars  on  "cash"  transfers,  from  east  bound  Archer  Ave.  cars,  the  same  as  for 
cash  fares. 

TRANSFER   POINTS   CF  THE   STATE   STREET  LINES. 

NO  I  A. 

South  bound  State  St.  cars  issue  transfers,  for  cash  fares  or  transfers,  to  east 
or  west  bound  26th  St.  cars,  31st  St.  cars,  35th  St.  cars,  39th  St.  cars.  Root  and  43d 
St.  cars,  47th  St.  cars,  51st  St.  cars,  59th  and  6ist  St.  cars  and  63d  St.  cars  and  to 
south  bound  State  and  Vincennes  Ave.  cars,  and  at  19th  St.  to  west  bound  Archer 
Ave.  cars. 

NO.  I  B. 

South  bound  State  St.  cars  receive  transfers  from  east  or  west  bound  26th 
St.  cars,  31st  St.  cars,  35th  St.  cars,  39th  St.  cars,  47th  St.  cars,  51st  St.  cars.  Root 
and  43d  St.  cars,  59th  and  61  st  St.  cars. 

NO  I  A. 
North  bound  State  St.  cars  issue  transfers,  for  cash  fares  or  transfers,  to  east 
or  west  bound  59th  and  61  st  St.  cars,  51st  St.  cars,  47th  St.  cars.  39th  St.  cars,  35th 
St.  cars,  31st  St.  cars  and  26th  St.  cars,  and  Root  and  43d  St.  cars 

NO.  I  B. 
North  bound  State  St.  cars  receive  transfers  from  cast  or  west  bound  63d  St. 
cars,  59th  and  6ist  St.  cars,  51st  St.  cars,  47th  St.  cars.  39th  St.  cars.  35th  St.  cars, 
31st  St.  cars,  26th  St.  cars,  and  Root  and  43d  St.  cars,  and  from  north  bound  State 
and  Vincennes  Ave,  cars  at  63d  St. 


APPENDIX  2(,i 

SPECIAL. 
Passengers  paying  fare  eiilier  in  cash  i)r  transfer  .-lii)s  on  llie  ,^ytli  St.  State  St. 
cars  will  be  transferred  to  the  0,^1  St.  Stale  St.  cars  at  .^yili  St.  and  transfers  will 
be  issued  from  the  "throngh"  (),^1  St.  cars  on  the  "cash"  transfers  received  from 
the  short  trip  ^gth  St.  cars,  the  same  as  for  cash  fares.  Transfers  may  be  issued 
from  the  31st  St.  cars  to  the  State  St.  cars  on  "cash"  transfers,  from  east  bound 
Archer  Ave.  cars,  tlie  -anie  as  for  cash  fares.  Passengers  nia\  be  transferred  to 
the  State  St.  cars  via  (^d  St.  cars  on  tran-fers  from  north  Imund  llalsted  St.  or 
Wentworth   .\ve.  cars  ami  vice  versa. 

TKANSKEK    I'OINTS    OK    TUK    W  KNl  A    iKTII    AVK.    LINES. 

XO  I  A. 
South  biiuiul  Went  worth  Ave.  cars  issue  transfers,  for  ca>h  fare>  or  iran-ler^. 
to  west  bound  Archer  or  Ashland  Ave.  cars  at  Clark  St..  to  east  or  west  bound 
26th  St.  cars,  31st  St.  cars,  36th  St.  cars,  39th  St.  cars.  Root  and  43d  St.  cars,  47th 
St.  cars,  51st  St.  cars  and  f)I^l  St.  cars,  63d  St,  cars  and  69th  St.  cars;  and  to  north, 
boinid  llalsted  St.  cars  at  79th  St.  for  cash  fare-^  only,  collected  south  of  69th  St. 
and  south  i>n   X'incennes  .\ve.  at   771  li   St. 

XO.   I   15. 
St)Uth   bound  Wentworth   Ave.  cars  receive  transfers   from   east  or   west   bound 
36th  St.  cars.  31st  St.  cars,  35th  St.  cars,  39th  St.  cars.  Root  and  43d  St.  cars.  47th 
St.  cars.  51st  St.  cars,  59th  St.  and  6ist  St.  Cars.  63d  St.  cars  and  69th  St.  cars;  and 
from  south  bound  State  and  \'incennes  Ave.  cars  at  73d  St. 

XO  t  A. 
North  bound  W'entv.orth  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers, 
to  east  or  west  bound  69th  St.  cars,  63d  St.  cars,  59th  and  61  st  St.  cars.  31  si  St.  car>. 
47th  St.  cars.  Root  and  43d  St.  cars,  39th  St.  cars,  35th  St.  car"..  31 -t  St.  cars,  j(nh 
St.  cars,  and  to  north  boimd  Slate  and  \'incennes  cars  at  73(1  St.  and  north  on  \'in- 
cennes  .Ave.  at  77th  !>i. 

XO.   I   I!. 

.\ortli  bound  Wenlworlh  Ave.  cars  receive  lransf(.'r>  from  east  or  west  liouiul 
Cjgth  St.  cars.  03(1  St.  cars,  59th  and  f)ist  St.  cars.  31st  St,  cars,  47th  St.  cars.  43d  Si. 
cars,  3yth  St.  cars,  33lh  St.  cars,  31st  Si.  car^^,  26th  St.  cars,  and  from  s,,inh  bound 
llalsted  St.  cars  at  70th  St.  for  cash  fares  collected  south  of  fxith  St. 

SPECIAL. 

Pa^stii^i  I »,  iiiyni).;  litre  eiilier  in  cash  or  transfer  slips  on  (Kjth  St.  Wentworth 
.Ave.  cars  will  be  transferred  to  79lh  St.  Wentworth  .Ave.  cars  at  (K;th  St.  and  trans 
fers  issued  from  through  7(;th  Si.  cars,  the  same  as  for  cash  fares.  Transfers  from 
3ISI  St.  cars  may  be  issued  to  Wentworth  .Ave.  cars  on  "cash"  transfers  from  east 
bound  .Archer  .\ve.  cars,  the  same  as  for  cash  fares.  Passciigi-rs  may  be  transferred 
to  the  State  or  Cottage  (irove  line  via  <>v\  Si  cars,  on  transfers  fn.m  north  bound 
Wentworth   .Ave.  cars  and   vice  versa. 

TKANSKKK    l'(  I.NTS    OF   TIIK    IIAI..srKI>   .<TKKHT    I  INF..S. 

NO.  I  A. 

South  bound  (H;ih  and  llalsR-d  St.  cars  issue  transfers,  f,,r  cash  fares  or  trans- 
fers, to  cast  or  west  bound  31st  Si.  cars.  35111  St.  cars,  .will  St.  cars.  47lh  St.  cars. 
51st  St.  cars.  59th  and  hist  St.  cars.  r)3d  St.  cars  and  (*){h  St.  cars.  :,„,I  1,,  ,-.,m  I.nnn.i 


264  THE  CHICAGO  TRANSPORTATION  PROBLEM 

26th  St.  cars,  Root  and  43d  St.  cars,  and  to  west  bound  Archer  Ave.  cars  at  Hal- 
sted  and  to  Ashland  Ave.  and  Archer  Ave.  cars  at  Chirk  St. 

NO.  I  B. 

South  bound  Cgth  and  Halsted  St.  cars  receive  transfers  from  east  or  west 
bound  31st  St.  cars,  35th  St.  cars,  39th  St.  cars,  47th  St.  cars,  51st  St.  cars,  59th  and 
6ist  St.  cars,  63d  St.  cars,  and  from  west  bound  26th  St.  cars.  Root  and  43d  St.  cars, 
and  from  Ashland  Ave.  and  Archer  Ave.  cars  south  bound  at  Clark  St. 

NO.  r  A. 

North  bound  69th  and  Halsted  St.  cars  issue  transfers,  for  cash  fares  or  trans- 
fers, to  east  or  west  bound  63d  St.  cars,  59th  St.  and  6ist  St.  cars,  51st  St.  cars,  47th 
St.  cars,  Root  and  43d  St.  cars,  39th  St.  cars,  3Sth  St.  cars,  31st  St.  cars,  and  to  east 
bound  26th  St.  cars  and  to  west  bound  Archer  Ave.  cars  at  Halsted. 

NO.  I  B. 

North  bound  69th  and  Halsted  St.  cars  receive  transfers  from  east  or  west 
bound  63d  St.  cars,  69th  St.  cars,  59th  St.  and  6ist  St.  cars,  51st  St.  cars,  47th  St. 
cars.  Root  and  43d  St.  cars,  39th  St.  cars,  35th  St.  cars,  31st  St.  cars,  and  from 
west  bound  26th  St.  cars. 

NO  2  A. 

""^  South  bound  O'Neil  and  Halsted  St.  cars  issue  transfers,  for  cash  fares  or 
transfers,  to  east  or  west  bound  31st  St.  cars,  35th  St.  cars,  39th  St.  cars.  Root  and 
43d  St.  cars,  47th  St.  cars,  51st  St.  cars,  59th  and  61  st  St.  cars,  63d  St.  cars,  69th 
St.  cars,  and  to  east  bound  26th  St.  cars  and  to  west  bound  Archer  Ave.  cars  at 
Halsted,  and  to  north  bound  Wentworth  A\e.  cars  at  79th  St.  for  cash  fares  only, 
collected  south  of  69th  St. 

NO.  2  B. 

South  bound  O'Neil  and  Halsted  St.  cars  receive  transfers  from  east  or  west 
bound  31st  St.  cars.  35th  St.  cars,  39th  St.  cars,  Root  and  43d  St.  cars,  47th  St.  cars, 
51st  St.  cars,  59th  St.  and  6ist  St.  cars,  63  d  St.  cars,  69th  St.  cars,  and  west  bound 
26th  St.  cars,  and  from  Archer  Ave.  cars  at  Halsted  St.  and  from  west  side  lines  of 
the  Chicago  Union  Traction  Company  at  O'Neil  St.    See  special  transfer. 

NO  2  A. 

North  bound  O'Neil  and  Halsted  St.  cars  issue  transfers,  for  cash  fares  or 
transfers,  to  east  or  west  bound  69th  St.  cars,  63d  St.  cars,  59th  and  6ist  St.  cars, 
51st  St.  cars,  47th  St.  cars.  Root  and  43d  St.  cars,  39th  St.  cars,  35th  St.  cars,  31st 
St.  cars,  and  to  east  bound  26th  St.  cars  and  to  west  bound  Archer  Avenue  cars  at 
Halsted  St.,  and  to  West  Side  lines  of  Chicago  Union  Traction  Company  at  O'Neil 
and  Halsted  St.  for  cash  fares  only.     See  special  transfer. 

NO.  2  B. 
North  bound  O'Neil  and  Halsted  St.  cars  receive  transfers  from  east  or  west 
bound  69th  St.  cars,  63d  St.  cars,  59th  and  61  st  St.  cars,  51st  St.  cars.  47th  St.  cars, 
Root  and  43d  St.  cars,  39th  St.  cars,  35th  St.  cars,  31st  St.  cars,  and  west  bound 
26th  St.  cars,  and  at  79th  St.  from  Wentworth  .\vc.  cars,  and  from  Archer  Ave, 
and  Ashland  Ave,  cars  at  Halsted  St, 


APPENDIX  265 

SPECIAL. 

Passengers  paying  fart',  cillur  in  casli  or  Iransfcr  slips,  on  the  (xjtli  and  llalstcd 
St.  cars,  will  be  transferred  tu  the  throngh  79th  O'Neil  St.  llalsled  St.  cars  at  69II1 
and  transfers  issued  the  same  as  for  cash  fares.  Passengers  may  he  transferred  to 
the  State  or  Cottage  Grove  line  via  6.^d  St.  line,  on  transfers  from  north  hound  cars 
of  the  Halsted  St.  lines  and  vice  versa. 

"Special"  transfers  td  the  "West  Side"  Halsted  St.  line  of  the  Qiicago  Union 
Traction  Company  will  be  issued  for  cash  farts  only.  Transfers  will  not  be  issued 
on  "special"  transfers  received  from  the  "\W-t  Side"  Halsted  St.  line.  Transfers 
"east  on  Archei"»at  Halsted"  will  be  isued  only  from  north  bound  O'Neil  St.  cars. 
"Special"  transfers  from  the  "West  Side"  Halsted  St.  line  are  confined  to  the  fol- 
lowing lines:  South  on  Halsted  to  79th  St.,  south  on  .-Xshland  Ave.  to  69th  St,  and 
west  on  Archer  to  48th  Ave.,  and  Archer  and  Central  Park  Ave.  and  38th  St.  No 
transfers  being  given  at  any  intersecting  point  to  east  or  west  lines.  Cash  fares  on 
Ashland  Ave.  lines.  Archer  Ave.  lines  and  Halsted  St.  lines  entitle  the  passenger 
to  a  "special"  transfer  to  "West  Side"  Halsted  St.  lines.  Transfers  "to  Wentworth 
at  79th  St."  may  be  issued  only  for  cash  fares  collected  south  of  69th  St.  Passen- 
gers going  north  on  Halsted  St.  and  transferring  at  Archer  and  Halsted  St.  to  a 
south  bound  .Xshland  .\ve.  car.  can  not  transfer  to  any  intersecting  east  or  west 
line. 

TR.\.NSFER    I'OI.NTS   OF   THE    W.\LI,.\CE   .\.\0   CE.NTEK    .WE.M'E    LI.NES. 

NO.  I  A. 

South  bound  Wallace  and  Center  Ave.  cars  issue  transfers,  for  ca.sh  fares  or 
transfers,  to  west  bound  .\rcher  or  Ashland  Ave.  cars  at  Clark  St.,  to  east  cr  west 
bound  26th  St.  cars,  31st  St.  cars,  35th  St.  cars.  39th  St.  cars,  43d  St.  cars.  47lh  St. 
cars,  51st  St.  cars.  59th  St.  cars,  63d  St.  cars  and  69th  St.  cars,  and  to  .\sblaiid  .\ve. 
and  Archer  .'\ve.  cars  at  Clark  St. 

NO.  I  B. 

South  bound  Wallace  and  Center  Ave.  cars  receive  transfers  from  east  or  west 
bound  26th  St.  cars,  31st  St.  cars,  35th  St.  cars,  39th  St.  cars,  43d  St.  cars,  47th  St. 
cars,  51st  St.  cars,  59th  St.  cars,  6^1  St.  cars,  and  fxMh  St.  cars,  and  fmin  .\rcher 
and  Ashland  Ave.  cars  at  Clark  St. 

NO.  I  A. 

North  bound   Wallace  and  Center   .\ve.  cars  issue  transfers,    for  cash  f.ires  or 

transfers,  to  east  or  we>t  bound  26th  St.  cars,  31st   St.  cars.  3()lli  St.  cars.  3<Mh  St. 

cars,  43d  St.  cars,  47th  St.  cars.  51st   St.  car>.  591)1  St.  cars,  03d  St.  cars,  (x^th   St. 
cars. 

NO.  I  n. 

.North  boimd  Wall.ice  and  Ceiiler  .\ve.  c.irs  receive  transfer>  from  e.ist  or  west 
bound  26th  St.  cars.  31st  St.  cars,  351)1  St.  cars,  39111  St.  cars.  43d  St.  cars.  471I1  St. 
cars,  51st  St.  cars,  59th  St.  cars.  63<I  St.  cars  and  6c;ili  St.  cars. 

SPECIAL. 

Passengers  paying  fare  either  in  cash  or  transfer  slips  on  (be  (13d  .*^t.  W.illace  and 
Center  .\ve.  cars  may  lie  transferred  to  the  75tli  St.  Wa)Iace  ;ind  Centir  .\ve.  cars  at 
63d  St.  and  transfers  issued  from  the  75th  St.  cars,  the  sanic  as  for  casIi  fares. 


266  THE  CHICAGO  TRANSPORTATION  PROBLEM 

TRANSFER  POINTS   OF  THE   ASHLAND   AVENUE  LINES. 

NO.  I  A. 

Except  for  Halsted  St.  transfers  and  "special"  transfers  from  West  Side  south 
bound  Ashland  Ave.  cars  issue  transfers  for  cash  fares,  or  transfers,  to  east  or 
west  bound  .35th  St.  cars,  47th  St.  cars,  51st  St.  cars,  59th  St.  cars,  63d  St.  cars.  69th 
St.  cars,  and  east  at  Pitney  court  or  Halsted  St.  to  31st  and  26th  St.  cars  and  south 
on  State  St.  at  19th  St.,  and  to  west  bound  Archer  Ave.  cars  at  Ashland  Ave.  and 
east  of  26th  St.  at  Halsted  and  south  on  Throop  St.  at  Archer  Ave.  in  exchange  for 
"cash"  transfers  only.     See  special  transfer. 

NO.  I  B. 

South  bound  Ashland  Ave.  cars  receive  transfers  from  east  or  west  bound  35th 
St.  cars,  47th  St.  cars,  51st  St.  cars,  59th  St.  cars,  63d  St.  cars,  and  at  Clark  St. 
from  Clark  St.  cars,  and  from  Archer  Ave.  and  Halsted  St.  cars  at  Archer  avenue. 

NO.  I  A. 

North  bound  Ashland  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers, 
to  east  or  west  bound  63d  St.  cars,  59th  St.  cars.  51st  St.  cars,  47th  St.  cars.  35th  St. 
cars,  and  to  west  bound  Archer  Ave.  cars  at  Ashland  Ave.,  and  north  on  Clark  St. 
at  Archer  Ave.,  and  to  east  bound  26th  St.  cars  at  Halsted  St..  and  south  bound 
Throop  St.  cars  at  Archer  in  exchange  for  "cash"  transfers  only.  See  special 
transfer. 

NO.  I  B. 

North  bound  Ashland  Ave.  cars  receive  transfers  from  east  or  west  bound 
69th  St.  cars,  63d  St.  cars.  59th  St.  cars,  51st  St.  cars,  47th  St.  cars,  and  35th  St.  cars. 

SPECIAL. 
Transfers  will  not  be  issued  on  "special"  transfers  received  from  the  "West 
Side"'  Halsted  St.  line.  "Special"  transfers  to  the  "West  Side"  Halsted  St.  line  will 
be  issued  for  cash  fares  only.  Transfers  will  not  he  issued  on  transfers  received 
from  the  Halsted  St.  hue.  Transfers  "south  on  Halsted  St.  at  Archer"  will  l)e 
issued  only  lor  cash  fares.  Passengers  may  be  transferred  to  the  Western,  Kedzie 
or  Archer  Limits  lines,  via  the  Archer  Ave.  line  on  "cash"  transfers  from  the  Ash- 
land Ave.  line  or  vice  versa.  Passengers  from  the  short  lines  will  be  transferred  to 
the  through  lines  of  same  route  and  transfers  again  issued,  the  same  as  for  cash 
fares, 

TRANSFER    POINTS    OF   THE    WESTERN    AND    KEDZIE    AVENUE   LINES. 
NO.    I    A. 

South  bound  Western  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers  to 
east  or  west  bound  47th  St.  cars,  63d  St.  cars,  and  east  bound  69th  St.  cars,  and  59th 
St.  cars  at  Leavitt  St. 

NO.  I  B. 

South  bound  Western  Ave.  cars  receive  transfers  from  east  or  west  bound 
Archer  Ave.  cars,  47th  St.  cars,  63d  St.  cars,  and  west  bound  69th  St.  cars. 

NO.  I  A. 

North  bound  Western  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers,  to 
east  bound  69th  St.  and  59th  St.  cars,  and  to  east  or  west  bound  63d  St.  cars,  47th 
St.  cars  and  Archer  Ave.  cars. 


APPENDIX  2<.7 

NU.  1  J!. 
NortI'.   Ituund    \\\-t(.'in    Ave.   cars   receive   transfers   from    \ve>l   linuiul   (xjili   and 
59tli  St.  cars,  and  east  or  west  Ijoinul  6.vi  St.  cars  and  47t1i  St.  cars. 

XO  2  A. 

Sontli  l)<)und  Kedzie  .\ve.  cars  issue  trasfers,  for  cash  fare>  or  transfers.  l(j 
east  hound  47th  St.  and  to  east  or  west  1)ound  ()^,i\  St.  car^. 

NO.  2  r.. 

Soutli  hnund  Kedzie  Ave.  cars  receive  transfers  from  47th  St.  and  O^d  St.  cars. 

NO  2  A. 
North  I)ound  Kedzie  Ave.  cars  issue  transfers  to  47th  St.  cars  and  Archer  Ave. 
cars. 

NO.  2  B. 
Ntirth  l)ound  Kedzie  Ave.  cars  receive  transfers  from  63d  and  47lh  St.  cars. 

SPECIAL. 
Passengers  may  l)e  transferred  to  the  Western,   Kedzie  or  .\rcher   Limit-   line. 
via  the  Archer  Ave.  line,  on  "cash"  transfers  from  the  .\shland,  jOth.  ^i-t  or  35th 
St.  lines,  and  vice  versa. 

POINTS   OK  TK.VNSFKK    oK    .\k(  HKK    .WKNIK    I.IXES. 

NO.  I  A. 
Southwest  hour.d  Archer  Ave.  cars  issue  transfers,  for  cash  fares  or  transfers, 
to  east  bound  26th  St.  and  31st  St.  cars  at  Halsted  St.  and  Pitney  court,  and  south 
bound  Throop  St.  cars,  Ashland  Ave.  cars,  Western  Ave.  cars  and  north  and  south 
bound  Kedzie  .\ve.  cars  and  west  bound  38th  St.  cars  at  Campbell  Ave.,  and  east 
or  west  bound  35th  St.  cars,  and  to  north  or  -outh  bound  Halsted  St.  cars  for  cash 
only.     For  transfers  to  West  Side  lines  on  llalstcd  see  special  transfer. 

NO.  1  P.. 

Southwest  bound  .Archer  .\ve.  cars  receive  transfers  from  west  l>ound  26lh  and 
31st  St.  cars  and  north  or  south  bound  Halsted  St.  cars  and  Kedzie  .\ve.  cars,  and 
from  nortli  bound  Throop  St.  cars,  .\shland  .Xve.  cars  and  Western  .Ave.  cars,  and 
from  east  or  west  bound  35th  St.  cars,  and  east  hovmd  381)1  St  .•  n  v  hkI  fnmi  ri.irk 
St.  cars  at  Clark  St. 

NO.  I  A. 

Niirthea--i  bound  .\rclier  .\ve.  cars  issue  tran^.fers.  for  cash  fares  only,  to  north 
or  south  bound  Kedzie  .Ave.  cars;  for  cash  fans  or  transfers  to  38th  St.  cars  west 
bound.  Western  .\ve.  cars  south  bound,  ea-t  or  west  l)ound  35th  St.  cars,  south 
liound  I  hroo])  St.  cars,  and  east  'nound  3!-t  St.  car>,  j^tli  St.  cars,  and  for  cash, 
only  to  south  bound  Halsted  St.  cars. 

NO.   1   15. 
Northeast  bound  .Xrclur  .\\e.  cars  receive  transfer-  from  north  or  soulli  bouuil 
Kedzie  .Ave.  cars,  north  bound  Western  .Ave.  cars,  east  bound  38th  St.  cars,  east  or 
west  bound  35lh  St.  cars,  west  bound  31st  St.  cars  and  2(nh  St.  cars. 

SPKCl.XL. 
Privilege    is   given    passenger   of   transferring    from    47th    .St.    west    on    .Archer. 
Transfirs  will   not   be  i--ued  on  "spiii.d"  iran-ftr-   rii(i\i«l   from   the  "West   Side' 


268  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Halstcd  St.  line.  "Special"  transfers  to  the  "West  Side"  Halsted  line  will  be  issued 
for  cash  fares.  Transfers  will  not  be  issued  on  transfers  received  from  the  Halsted 
St.  line.  Transfers  "south  on  Halsted  at  Archer"  will  be  issued  only  for  cash 
fares.  Passengers  may  be  transferred  to  the  Archer  Ave.  line  on  "cash"  transfers 
from  the  Ashland,  26th,  31st  or  35th  St.  lines,  and  vice  versa.  Transfers  may  be 
issued  from  the  31st  St.  line  on  "cash"  transfers  from  east  bound  Archer  Ave.  cars, 
the  same  as  for  cash  fares.  Passengers  may  receive  transfers  from  the  38th  St. 
Archer  line  to  the  Archer  Limits  line,  and  the  same  be  counted  as  cash  fares. 

TRANSFER    POINTS    OF   THE   69TH    AND    SOUTH    CHICAGO    AVENUE   LINES. 

NO.  I  A. 

East  bound  69th  St.  cars  issue  transfers  for  cash  fares  only  to  north  Ijound 
Ashland  Ave.  cars,  to  north  or  south  bound  Wallace  and  Center  Ave.  cars,  Halsted 
St.  cars,  Wentworth  Ave.  cars,  State  and  Vincennes  Ave.  cars  and  Cottage  Grove 
Ave.  cars  and  to  east  bound  South  Chicago  Ave.  cars.     See  special  transfer; 

NO.  I  B. 

East  bound  69lh  St.  cars  receive  transfers  from  north  or  south  bound  Western 
Ave.  cars,  south  bound  Ashland  Ave.  cars,  north  or  south  bound  Wallace  and  Center 
Ave.  cars,  Halsted  St.  cars,  Wentworth  Ave.  cars.  State  and  Vincennes  Ave.  cars 
and  Cottage  Grove  Ave.  cars. 

NO.  I  A. 
West  bound  69th  St.  cars  issue  transfers  for  cash  fares  only  to  north  or  south 
bound    State  and   Vincennes   Ave.   cars,   Wentworth   Ave.    cars,    Halsted    St.   cars, 
Wallace  and  Center  Ave.  cars  and  Western  Ave.  cars,  and  to  north  bound  Ashland 
Ave.  cars.    See  special  transfer. 

NO.  I  B. 

West  bound  69th  St.  cars  receive  transfers  from  north  or  south  bound  Cottage 
Grove  Ave.  cars,  State  and  Vincennes  cars,  Wentworth  Ave.  cars,  Halsted  St.  cars, 
Wallace  and  Center  Ave.  cars,  and  from  south  bound  Ashland  Ave.  cars,  and  from 
west  bound  South  Chicago  Ave.  cars  at  Cottage  Grove  Ave. 

NO.  2  A  and  B. 
South  Chicago  Ave.  cars  issue  and  receive  transfers  at  Cottage  Grove  Ave.  from 
Cottage  Grove  Ave.  cars,  and  issue  and  receive  transfers  from  69th  St.  cars  via 
Cottage  Grove  Ave.  line.     See  special  transfer. 

SPECIAL. 
Passengers  paying  cash  fares  on  north  bound  South  Chicago  Ave.  cars  are  en- 
titled to  a  transfer  west  on  69th  St.  via  Cottage  Grove  Ave.  cars,  and  to  a  second 
ti-ansfer  north  or  south  at  the  following  intersecting  north  and  south  lines:  Sate 
and  Vincennes  Ave.,  Wentworth  Ave.,  Halsted  St.,  Wallace  and  Center  St.,  Ashland 
Ave.  and  Western  Ave.,  and  vice  versa.  Passengers  holding  "special"  transfers 
from  the  West  Side  lines  of  the  Chicago  Union  Traction  Company  to  the  Halsted 
St.  are  not  entitled  to  further  transfer. 

TRANSFER  POINTS  OF  THE  STATE  AND  VINCENNES   LINES. 

NO.  I  A. 

State  and  Vincennes  cars  issue  transfers,  for  cash  fares  or  transfers,  to  69th, 
63d,  6ist  and  59th  St.  cars  in  all  directions,  and  north  on  State  St.  at  63d  or  south 
on  Vincennes  at  73d  St, 


APPENDIX  269 

NO.  I  B. 

North  and  south  bound  State  and  Vincennes  cars  receive  transfers  from  Ggtli 
and  63d  St.  cars  cast  or  west  bound,  and  when  north  bound  from  north  bound 
Wentworth  Ave.  cars  at  73d  .St.,  and  when  south  lK>und  from  State  St.  cars  at 
63d  St. 

SPECIAL. 

Passengers  may  be  transferred  to  the  Cottage  Grove  Ave.  line  via  63(1  .St.  from 
north  bound  State  and  V'incennes  cars  and  vice  versa. 

TRANSKER    POINTS   OV   THE   THKOiH'    AM)    MORGAN    STREET    LINE. 
NO.    I    A. 

South  bound  1  hroop  and  Morgan  St.  cars  issue  transfers,  for  cash  fares  or 
transfers,  to  east  or  west  bound  31st  St.  cars  and  35tli  St.  cars. 

NO.  I  P>. 
South   bound   Throop   and   Morgan    St.   cars   receive   transfers   from   nortli   and 
east  or  south  and  west  bound  .A.rcher  Ave.  cars  and  from  east  or  west  bound  31st 
St.  cars  and  35th  St.  cars. 

NO.  I  A. 
North  bound  Throop  and  Morgan   St.  cars  issue  transfers,  for  cash  fares  or 
transfers,  to  east  or  west  bound  35th  and  31st  St.  cars,  and  to  south  or  west  Iiound 
.\rcber  Ave.  cars  at  Pitney  court. 

NO.  I  1'.. 
Nortli  bound    Tliroop  and  Morgan  .St.  cars  receive  transfers  from  east  or  west 
liound  35th  and  31st  St.  cars. 

TRANSFER    POINTS    OF    THE   63D    STREET    I.INE. 
NO.    I    A. 

East  bound  .Ashland  .\vo.  63d  St.  cars  issue  transfers,  for  cash  fares  only,  to 
north  and  south  bound  Center  .\ve.,  llalsted  St.,  Wentworth  .Xvo.,  State  .St.  and 
Cottage  Grove  .\ve.  cars.     See  special  transfer. 

NO.  I  B. 

East  bound  ,\shland  .Xve.  63d  St.  cars  receive  transfers  from  north  or  .south 
l)Ound  Ashland  .\\c.,  Center  Ave.,  llalsted  St.,  Wentworth  Ave.,  State  St.  and  Cot- 
tage (jrove  .Ave.  cars.     See  special  transfer. 

NO.  I  A. 

West  bound  .Ashland  .Ave.  63d  St.  cars  issue  transfers,  for  c.lsb  fares  only,  to 
north  or  south  bound  Cottage  Grove  Ave.,  State  St.,  Wentworth  .Ave.,  ll.ihteil  St.. 
Center  Ave.  and  .Asliland  .Ave.  cars.     See  special  transfer. 

NO.  I  B. 

West  bound  .Ashland  .Ave.  63(1  .Si.  ears  receive  tr.insfers  from  norili  or  south 
bound  Cottage  Grove  .Ave.,  State  .*^t.,  Wentworth  .Ave.,  llalsted  St.  .ind  Ceiiler  .Ave. 
cars.    Sec  special  transfer. 

NO  2  A. 

luist  bound  Central  .Ave.  (>,^(\  .^t.  cars  issue  transfers,  for  cash  only,  to  north 
bound  Kcdzie  Ave.  cars  and  to  north  or  south  bound  Western  .Ave.  and  .Ashland 
.Ave.  cars.     Eor  transfer-  i"  ^'mhv  Island  63d  St.  cars  .see  special  transfer. 


270  'i'lIE  CHICAGO  TRANSPORTATION  PROBLEM 

NO.  2  B. 

East  bound  Central  Ave.  63d  St.  cars  receive  transfers  from  south  bound  Kedzie 
Ave.  cars  and  north  or  south  bound  Western  Ave.  cars. 

NO  2  A. 

West  bound  Central  Ave.  63d  St.  cars  issue  transfers,  for  cash  fares  only,  to 
north  or  south  bound  Western  Ave.  and  north  bound  Kedzie  Ave.  cars. 

NO.  2  B. 
West  bound   Central   Ave.  63d   St.  cars  receive  transfers   from   north  or   south 
bound  Ashland  Ave.  cars,  Western  Ave.  cars  and  south  bound  Kedzie  Ave.  cars  and 
at  Ashland  Ave.  from  Stony  Island  63d  St.  cars.     See  special  transfer. 

SPECIAL. 

Passengers  may  be  transferred  to  the  State  or  Cottage  Grove  Ave.  line,  via  the 
63d  St.  line,  on  transfers  from  north  bound  cars  of  the  Halsted,  Wentworth  and 
State  St.  lines,  and  vice  versa.  Passengers  paying  fare  either  in  cash  or  transfer 
slips  on  the  Ashland  Ave.  63d  St.  cars  will  be  transferred  to  the  Central  Ave.  63d 
St.  cars  at  Ashland  Ave.,  and  transfers  issued  from  the  through  cars  on  ''cash" 
transfers  from  the  Stony  Island  63d  St.  cars,  the  same  as  for  cash  fares. 

TRANSFER   POINTS   OF  THE  39TH,   47TH,   5 1ST,   SQTH    .\ND   61ST  LINES. 

East  or  west  bound  39th,  47th,  51st,  59th  and  6ist  St.  cars  issue  transfers,  for 
cash  fares  only,  and  receive  transfers  from  north  or  south  bound  cars  on  any  inter- 
secting north  and  south  line;  also  the  47th  St.  cars  west  bound  will  issue  transfers 
west  on  Archer  Limits  line  at  47th  or  Kedzie  Ave.,  and  vice  versa.  Transfers  will 
be  issued  east  or  west  on  43d,  47th  or  51st  St.  lines  from  Halsted  or  Indiana,  or 
north  on  Halsted  or  Indiana  at  Root  or  39th,  or  south  on  Halsted  at  47th  or  51st 
.St..  in  exchange  for  cash  or  transfer. 

TRANSFER    POINTS    OF    THE   26tH,    3IST,    AND   35TH    STREET    LINES. 

East  or  west  bound  26th,  31st  and  35th  St.  cars  issue  transfers  for  cash  fares 
only,  and  receive  transfers  from  north  or  south  bound  cars  on  anj-  intersecting 
north  and  south  line,  or  east  or  west  bound  cars  on  Archer  Ave.  at  Halsted,  Pitney 
and  35th  Sts. 

Transfers  may  be  issued  from  the  31st  St.  line  on  "cash"  transfers  from  east 
bound  Archer  Ave.  cars,  the  same  as  for  cash  fares. 

Transfers  "west  on  Archer  at  Pitney''  may  be  issued  on  transfers,  by  conductors 
of  the  31st  St.  cars  going  west. 

Transfers  from  the  26th  St.  line  are  receivable  on  the  Archer  or  Ashland  Ave. 
cars  at  Halsted,  and  transfers  from  the  Archer  or  Ashland  Ave.  cars  are  receivable 
on  the  26th  St.  cars  at  Halsted  and  26th  Sts.  Passengers  may  be  transferred  to  the 
Western.  Kedzie  or  Archer  Limits  line,  via  Archer  Ave.  line,  on  "cash"  transfers 
from  the  .Ashland,  26th,  31st  or  35th  St.  line,  and  vice  versa. 


APPENDIX  271 


APPENDIX  F. 


Schedule  ShowiiiLT  Points   at  wliicli  Transfers  are  IsRue<l  and  licccivi'd  hy 
tlie  Cliicano  I  nion  Traction  Co. 


TUANSKER    HUNTS    (i.N     LINES    TERM  INATI  N(;    AT    I'.EI.l.E    I'l.AINE    STATION. 

NO.  I    A. 
South  Bound  Lincohi  Ave.  Electric  cars  issue  transfers  to  soutli  l^ound  Souili- 
port  Ave.  cars  and  to  cahlc  cars  at  Cahle  Station. 

NO.   I     H. 
South   liound   Lincoln    Ave.    Electric   cars   receive   transfers   from    south   hound 
Southport  Ave.  cars. 

NO.  I    A. 
North  hound  Lincoln  .\ve.  cars  issue  transfers  to  north  l)ound   Soutliport  Ave. 
cars. 

NO.   I    B. 
North  bound  Lincoln  Ave.  cars  receive  transfers  from  Cahle  cars  at  Cahle  -ta- 
tion  and   from  north  hound  Southport  Ave.  cars.        =. 

No.  -'  B. 
South  hound  Sharpshooters  Park  cars  issue  transfers  to  Cahle  cars  at  Cahle 
station.  South  hound  Sharjjshooters  Park  cars  receive  transfers  from  south  bound 
Southport  .Ave.  car.s.  North  hound  Sharpshooters  Park  cars  issue  transfers  to 
north  bound  Southport  Ave.  cars.  Nortli  liound  Sharpshooters  Park  cars  receive 
transfers  from  Cahle  cars  at  Cable  station. 

No.  3  A. 
South  hound  Robey  St.  cars  (C.  C.  T.  Co.)  issue  transfers  to  Lincoln  .\ve. 
Cable  cars  at  Cahlc  station.  South  bound  Robey  St.  cars  receive  transfers  from 
south  bound  Southport  .\ve.  cars.  North  bound  Robey  St.  cars  issue  transfers  to 
north  bound  Southport  .Ave.  cars.  North  Ixnnid  Robey  St.  cars  receive  transfers 
from  Cable  cars  at  Cable  station. 

TRASKER    POINTS    ON    LINES    TERM  I N  ATINi;    AT    HUE    ISLAND    AVE.    STATION. 

.\().     I     A. 

.\orth  Ixnnul  Blue  I -land  .\ve.  cars  issue  transfers  to  north  bound  .•\«^hlatul 
.Ave.  cars,  to  east  bound  21  st  Street  cars,  to  rorlh  bound  Center  .Ave.  cars.  .SVc 
.«/><•(■/(;/  tiiiiisfcr. 

NO.   I   B. 

North  bound  Blue  Island  .Ave.  cars  receive  transfers  from  east  bound  2f)lh 
St.  cars,  at  Leavitt  St..  at  iSth  St..  from  cast  Iniund  21st  St.  cars.  i8th  St.  cars, 
14th  St.  cars.  I2th  St.  cars,  and    Taylor  St.  cars.    .V.v  sf>i'cial  transfer. 


272 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


NO.   I   A. 

South  bound  Blue  Island  Ave.  cars  issue  transfers  to  west  bound  Taylor  St. 
cars,  I2th  St.  cars,  14th  St.  cars,  i8th  St.  cars,  21st  St.  cars,  and  to  26th  St.  cars,  at 
Leavitt  St.    See  special  transfer. 

NO.  I  B. 

South  bound  Blue  Island  Ave.  cars  receive  transfers  from  south  bound  Center 
Ave.  cars,  and  from  south  bound  Ashland  Ave.  cars. 

NO.  2  A. 

Canal  and  21st  St.  cars  issue  transfers  to  north  or  south  bound  Western  Ave. 
cars.  Ashland  Ave.  cars,  S.  Halsted  St.  Cable  cars,  to  north  bound  Blue  Island 
Ave.   cars.   Center   Ave.   cars,   west  on    12th    St.   cars   at   Canal   and    lath    St.   when 

east  bound. 

NO    2  B. 

East  bound  Canal  and  21st  St.  cars  receive  transfers  from  north  or  south 
bound  Western  Ave.  cars,  Ashland  Ave.  cars,  from  north  bound  Blue  Island  Ave. 
cars,  from  south  bound  Center  Ave.  cars,  and  from  north  bound  S.  Halsted  St. 
Cable  cars. 

NO.  2  A. 

West  bound  Canal  and  21st  St.  cars  issue  transfers  to  south  bound  S.  Halsted 
St.  Cable  cars,  to  north  bound  Center  Ave.  cars,  to  north  or  south  bound  Ashland 
Ave.   cars,  Western   Ave.  cars. 

NO.  ^  B. 

West  bound  Canal  and  21st  St.  cars  receive  transfers  from  east  bound  12th  St. 
cars,  from  south  bound  Center  Ave.  cars,  and  Blue  Island  Ave.  cars,  from  north 
or  south  bound  S.  Halsted  St.  Cable  cars,  Ashland  Ave.  cars,  and  Western  Ave. 
cars. 

NO.  3  A. 

West  bound  i8th  and  26th  St.  cars  issue  transfers  to  north  or  south  bound  S. 
Halsted  St.  Cable  cars,  Center  Ave.  cars,  Ashland  Ave.  cars. 

NO.  3  B. 
West  bound  i8th  and  26th  St.  cars  receive  transfers  from  north  or  south  bound 
S.  Halsted  St.  Cable  cars.  Center  Ave.  cars,  Ashland  Ave.  cars,  from  south  bound 
Blue  Island  Ave.  cars,  at  18th  St.  and  at  Leavitt  St.,  and  from  south  bound  West- 
ern Ave.  cars. 

NO.  3  A. 
East   bound    T8th    and   26th    St.    cars   issue   transfers   to   north   bound   Western 
Ave.  cars  at  26th  St.  to  north  bound  Blue  Island  Ave.  cars  at  Leavitt  St.  and  i8th 
St.,  to  north  or  south  bound  Ashland   Ave.  cars.  Center  Ave.  cars,   S.   Halsted  St. 
Cal)le   cars. 

NO.  3  B. 
East  bound  i8th  and  26th  St.  cars  receive  transfers  from  north  or  south  bound 
Ashland  Ave.  cars.  Center  Ave.  cars,  S.  Halsted  St.  Cable  cars. 

SPECIAL. 
East  bound  Blue  Island  Ave.  cars  issue  transfers  to  north  bound  Halsted  St. 
Electric  cars,  entitling  the  passenger  to  a  ride  as  far  north  as  Madison  St.  and  to 
an  additional  transfer  east  on  Madison  St.     Southwest  bound  Blue  Island  Ave.  cars 


APPENDIX  27.> 

receive  transters  fruin  ?uiuli  Ixumd  llalsled  St.  Electric  cars,  llalsted  St.  con- 
ductors i.ssue  transfers  at  tliis  point  providing  passenger  boards  at  or  south  of 
Madison  St.  paying  a  casli  fare  (>r  a  transfer. 

TRANSFER    POINTS    CN    LINES    TEK.M  IN.MI  X(;    .\T    CHERO    ASU    I'ROVI.So    ST.\TION. 

NO.  I  A. 
West  bound  Madison  St.  cars  issue  transfers  to  south  Ixnnid  48th  .'\ve.  cars 
good  to  end  of  line,  to  north  hound  48th  .\ve.  cars  good  to  Lake  St.  only,  to  north 
bound  Chicago  Ave.  cars  at  1  lariini  .\\e.  and  Madison  St.  transfers  good  to  Pine 
Ave.  and  Chicago  Ave.,  to  south  hound  Chicago  Ave.  cars  at  Desplaines  .Xve.  and 
Madison  St.  transfers  good  to  I2tli  St. 

NO.    I    B. 
West   hound    Madison    St.   cars   receive  transfers   from   north   or   south   bound 
48lh  Ave.  cars  at  48th  Ave.  and  Madison  St.  from  east  or  west  bound  Chicago  Ave. 
cars  at    Madi->(>n  and    Desplaines   .Vve. 

NO.   I   A. 
I'last  I)ound  Madison  St.  cars  issue  transfers  south  on  Desplaines  Ave.  transfers 
good  to   I2lh   St.,  mirlli  cm    i  larleni   A\e..  nurlli  nn  481!!   Ave.  io  Lake   St.  only  and 
south  on  48th  A\c    tn  (Ui\  of  line. 

NO.   I   B. 
East  bound  Madison  St.  cars  receive  transfers  from  east  or  west  bound  Chi- 
cago .Ave.  cars  at   Harlem  .-Xve.  and  Madison   St.   and  from  north  or  south   hound 
48th  Ave.  cars  at  48th  Ave  and   ^L1dison  St. 

NO.  2  A. 
West  bound  Chicago  Ave.  cars  issue  transfers  to  west  bound  Lake  St.  cars 
at  Harlem  Ave.  and  Lake  St.,  to  east  hound  Lake  St.  cars  at  Harlem  Ave.  and 
Lake  St.  transfers  good  to  52d  St.  only,  to  east  hound  Madison  St.  cars  at  Harlem 
and  Madison  St.  and  to  west  hound  Madison  St.  cars  at  Desplaines  Ave.  and  Madi- 
son St. 

NO.  2  B. 
West   bound   Chicago    .Ave.    cars   receive   transfers    from    west   bound   Lake   St. 
cars  and  from  north  bound  48th  .\ve.  cars  at  481)1  Ave.  and  I^ike  St.,  from  east  and 
west  bound  Lake  St.  cars  at  Harlem  Ave.  and  Lake  St..  from  east  and  west  bound 
Madison  St.  cars  at  ^L'ldison  .St.  and  Desplaines  .Vve. 

NO.   2  A. 

East  bound  Chicago  Ave.  cars  issue  transfers  to  west  Ixunid   M.idisiin   St.  cars 

at    Desplaines   .*\ve.   and    Madison    St.,   to  east   hcjund    Madison    St.   cars   at    Harlem 

.Ave.  and  Madison  St.  to  west  bound  L.ike  St.  cars  good  to  May  wood,  to  east  lionnd 

Lake  St.  cars  good  to  5Jd  .S|.  only,  and   south  on  48th   .\ve.  at   L.ike  and  48th   .\ve. 

NO.  2  H. 
East  bound  Chicago  .Ave.  cars  receive  transfers  from  ea>t  or  we»t  hound  Madi- 
son St.  cars  at   llarliin  .Ave.  and  Madison  St.,  and  from  «.:ivt  and  wist  hoimd   L.iki- 
St.   <-;irs   .-11    L:ikr    .-^i     .ind    ll.nliin    Ave. 

NO.  .^  A 
West   bound   I^nke   St.  cars  issue  transfers  tc   south  bound  48th   .Ave.  cars  at 
48th  and  Madison  Si     to  north  ixumd  Chicago  Ave.  cars  at  Lake  and  48111,  to  south 


274        I'HK  CHICAGO  TRANSPORTATION  PROBLEM 

bound  Chicago  Ave.  cars  at  llarlcm  Ave.  and  Lake  St.,  to  north  l)ound  Chicago 
Ave.  cars  at  Harlem  .\ve.  and  Lake  St..  transfer  goiul  for  ride  east  to  Pine  Ave. 
and  Chicago  Ave. 

NO.  3    B. 

West  bound  Lake  St.  cars  receive  transfers  from  north  bound  48th  .\ve.  cars 
at  48th  and  Lake  St.,  from  south  bound  Chicago  Ave.  cars  at  Harlem  Ave.  and 
Lake   St. 

NO.  3  A. 

East  bound  Lake  St.  cars  issue  transfers  to  north  or  south  bound  Chicago  Ave. 
cars  at  Harlenr  Ave.  and  Lake  St..  to  south  liound  48th  Ave.  cars  at  48th  Ave.  and 
Lake   St.  or  48th   Ave.   and  Madison   St. 

NO.  3  B. 

East  bound  Lake  St.  cars  receive  transfers  from  north  or  south  bound  Chi- 
cago Ave.  cars  at  Harlem  Ave.  and  Lake  St.,  from  south  Ijound  Chicago  Ave.  cars 
at  48th  Ave  and  Lake  St..  and  from  north  bound  48th  .\ve.  cars  at  Madison  St.  and 
48th   Avenue. 

TR.NNSFEK    POINTS    CN    LINES    TEk.M  INATl  NG    .'\T    CLYBOURN    STATION. 
NO.     I     A. 

South  bound  Clybourn  Ave.  cars  issue  transfers  to  west  bound  Division  St. 
cars,  and  Chicago  Ave.  cars  and  to  east  or  west  bound  North  Ave.  cars. 

NO.  I  B. 

South  bound  Clybourn  Ave.  cars  receive  transfers  from  south  bound  South- 
port  Ave.  cars,  from  east  or  west  bound  North  Ave.  cars,  from  east  bound  Divis- 
ion St.  cars,  Chicago  Ave.  cars  and  from  south  bound  Halsted  and  21st  St.  cars 
and  from  Clybourn  Ave.  Electric  cars  at  Cable  station. 

NO.  2  A. 
North  bound  Clybourn  Ave.  cars  issue_  transfers  to  west  bound  Chicago  Ave. 
cars.  Division  St.  cars  and  to  east  or  west  bound  North  Ave.  cars  and  to  electric 
cars  north  of  cable   station?  to  north   liound   Halsted   St.   cars  and   to   north  bound 
Southport  Ave.  cars. 

NO.  2  B. 
North   bound   Clybourn   Ave.   cars   receive   transfers   from   east   bound   Chicago 
Ave.  cars  from  east  or  west  bound  North  Ave.  cars. 

TR.\N?FER    POINTS   ON   LINES   TERMINATING    AT   DEVON    AVE.    STATION. 

NO.   I   .A. 

South  bound  Halsted  and  21st  St.  cars  issue  transfers  to  west  bound  Fullerton 
Ave.  cars,  Garfield  Ave.  cars,  to  east  bound  North  Ave.  cars  and  to  south  bound 
Clybourn  .'Kve.  Cable  cars.    Sec  special  transfer. 

NO.   I   B. 

South  bound  Halsted  and  21st  St.  cars  transfer  from  N.  Halsted  Street  Exten- 
sion from  south  bound  Lincoln  Ave.  cars,  and  from  the  Fullerton-\'an  Buren  cars 
at, Van  Buren  St. 

NO.    I   A. 

North  bound  Halsted  and  21st  St.  cars  issue  transfers  to  north  bound  Lincoln 
Ave.  Cable  cars  and  to  Halsted  St.  Extension.   Sec  special  transfer. 


APPENDIX  275 

NO.  I  B. 

Xorlli  hound  I  lal>lc(l  St.  cars  receive  transfers  fr<iin  west  hound  North  Ave. 
cars,  from  east  hound  Sedgwick  St.  cars,  from  e:ist  lioumi  I'ldUrion  Ave.  cars  and 
from  nortli  hound  Clyhourn  Ave.  cars. 

NO.  2  A. 
South  bound  Clark  St.  electric  cars  issue  transfers  to  Southport  Ave.  cars, 
Sheffield  Ave.  cars  and  Limits  Cahle  cars.     Also  accept  transfers  from   same  lines 
when  nortli  lionnd. 

NO.  3  A. 
South  hound   Sliettield  Ave.  cars  issue  transfers  to  Lincoln  Ave.  Cahle  cars. 

NO.  3  B. 
South  hound  Sheffield  .-Kve.  cars  receive  transfers  from  south  hound  Clark  St. 
I-'.lectric   cars. 

NO.  3  A. 

North  hound  .Sheffield  .\vc.  cars  issue  transfers  to  north  hound  Clark  St.  cars. 

NO.  3  B. 
North   hound    Sheffield   .\ve.    cars   receive    transfers    from    Lincoln    .Ave.    Cahle 
cars  at  Cahle   station. 

NO.  4  A. 
South  hound  Evanston  Ave.  cars  issue  transfers  to  Cable  cars  at  Cahle  station. 
When  north  hound  accept  transfers  from  Cable  cars  at  Cable  station. 

NO.  5  A. 

South  hound  .\shland  .\ve.  cars  issue  transfers  to  Lincoln  Ave.  Cable  cars 
at   Cable   station. 

NO.  5  B. 
South  hound  .Xsiiland  .\ve.  cars  receive  transfers  from  south  hound  .Southport 
.•\vc.  cars. 

NO.  5  A. 
North  liound  .\>hland  Ave.  cars  issue  transfers  to  north  l)Ound  Southport  .\ve. 
cars. 

NO.  5  B. 
Xorth    hound    .\shland    Ave.  cars    receive    transfers    from    Lincoln    .Ave.    Cable 
cars  at  Cahle  station. 

NO.  6  A. 
South  hound   h"nlKrton-\';in   lUiren  .St.  cars  issue  transfers  to  ea^t  hound  North 
Ave.   cars,  south   hound   ("lyhourn    \\e.   cars.  ;ind   to    Ihil^ted   and   jist   .St.   cars  at 
Van  Buren  St. 

XO.  fy  B. 
South   bound   Fullerton-X'an   I'.tireii   St.   cars   receive   transfers   from   south   boimd 
Lincoln  Ave.  cars. 

NO.  r.  A. 
North    hoi'.nd    l*"ullerton-\'an    Buren    St.    cars    issue    transfers    to    north    bound 
Lincoln   .Ave.  car.s. 

NO.  r.  ]\. 
North  bound  I'"ulIerton-\'an  Buren  St.  cars  receive  transfers  from  north  b(nmd 
Clyhourn  /\ve.  cars. 


276  THE  CHICAGO  TRANSPORTATION  PROBLEM 

NO.  7  A. 

South  hound  Southport  Ave.  cars  issue  transfers  to  south  bound  Lincoln  Ave. 
cars,  and  to  soiuh  hound  Clyhourn  Ave.  cars. 

NO.  7  B. 

Southi  l)ound  .Southport  Ave.  cars  receive  transfers  from  Clark  St.  cars  and 
from  Gross   Park  cars  south  bound. 

NO.  7  A. 

North  hound  Southport  Ave.  cars  issue  transfers  to  north  bound  Gross  Park 
cars  at  Lincoln  Ave.  and  to  north  bound  Clark  St.  cars. 

NO.  7  B. 

North  bound  Southport  Ave.  cars  receive  transfers  from  north  bound  Cly- 
bourn  Ave.  cars  and  Lincoln  Ave.  cars. 

NO.  8  A. 

Passengers  boarding  Evanston  cars  at  or  south  of  Graceland  Ave.  are  entitled 
to  transfers  on  Halsted  and  2ist  St.  cars  and  to  Limits  Cable  cars  at  Cable  station. 

NO.  8  B. 

Passengers  boarding  Evanston  cars  at  Limits  Cable  station  with  transfers  from 
Cable  cars  are  entitled  to  ride  as  far  as  Graceland  Ave.  without  paying  another 
fare,  same  privilege  extended  to  patrons  of  Halsted  St.  cars  wishing  to  go  farther 
north  than  Clark  St.  and  not  beyond  Graceland  Ave. 

SPECIAL. 

South  bound  Halsted  St.  cars  receive  transfers  from  south  bound  Mil- 
Vi'aukee  Ave.  cars  and  issue  a  transfer  east  on  Madison  St.  on  either  a  cash  fare 
or  a  transfer.  Passenger  boarding  south  bound  Halsted  St.  Electric  car  at  or 
south  of  Madison  St.,  paying  cash  fare  or  transfer,  is  entitled  to  a  transfer  south  on 
Blue  Island  Ave.  North  bound  Halsted  St.  cars  receive  transfers  from  Blue  Island 
Ave.,  entitling  passenger  to  a  ride  as  far  north  as  Madison  St.  and  to  a  transfer 
east  on  Madison  St.  Passenger  boarding  Halsted  St.  car  at  or  north  of  Madi- 
son St.,  paying  cash  fare  or  transfer,  is  entitled  to  a  transfer  north  on  Milwaukee 
Ave.  or  a  ride  as  far  north  as  Halsted  St.  and  Graceland  Ave. 

TRANSFER    POINTS    ON    LINES    TERMINATING    AT    DIVISION     ST.     STATION. 

NO.   I  A. 

East  bound  \V.  Chicago  Ave.  cars  issue  transfers  to  north  or  south  bound 
California  Ave.  cars,  transfers  accepted  at  Kedzie  Ave.  and  at  California  Ave.,  to 
north  or  south  bound  Western  Ave.  cars,  Robey  St.  cars,  Paulina  St.  cars,  to  east 
bound  North  Side  Chicago  Ave.  cars,  at  California  Ave.,  to  south  bound  Des- 
plaines  and  Clinton  cars  at  Milwaukee  Ave.,  and  to  south  bound  Grand  Ave.  cars. 

NO.   I   B. 

East  bound  W.  Chicago  Ave.  cars  receive  transfers  from  north  or  south  bound 
Kedzie  and  California  Ave.  cars,  transfers  accepted  at  Kedzie  Ave.  and  at  Califor- 
nia Ave.,  from  north  or  south  bound  Western  Ave.  cars,  Robey  St.  cars,  Ashland 
Ave.  cars,  and  from  east  bound  North  Side  Chicago  Ave.  cars  at  Milwaukee  Ave. 


APPENDIX  277 

NO.  I  A. 

W'ol  boiuul  W.  Cliicago  Ave.  cars  issiii-  iransfcr.s  lo  north  or  soiitli  hoiiiid  Kcd- 
zic  and  California  Ave.  cars,  transfers  accepted  at  Kedzie  Ave.  and  at  California 
Ave.  to  north  or  south  bound  Western  Ave.  cars,  Rohey  St  cars,  and  .\sliland  .\ve. 
cars. 

XO.   1    B. 

West  l)()un(l  W  .  Cliicago  .Ave.  cars  receive  transfers  from  norlli  or  >outli  hound 
Kedzie  and  California  .Kve.  cars,  transfers  accepted  at  California  .\ve.  and  at 
Kedzie  .\ve..  from  north  or  south  hound  Western  Ave.  cars.  Robcy  St.  cars,  Ash- 
land Ave.  cars  from  west  hound  North  Side  Chicago  Ave.  cars  at  Milwaukee  Ave. 
from  north  l)ound  Desplaines  and  Clinton  cars  at-  Milwaukee  .\ve.  and  from  north 
hound  Grand  .\ve.  cars. 

XO.  2  A. 

East  bound  W  est  Divi.^ion  St.  cars  issue  transfers  to  north  or  south  bound  Cal- 
ifornia and  Kedzie  Ave.  cars,  to  north  or  south  bound  Western  Ave.  cars.  Robey  St. 
cars,  .\shland  Ave.  cars,  lo  south  bound  Desplaines  and  Clinton  cars  at  Noble  St. 

NO.  2  B. 

East  hound  W.  Division  St.  cars  receive  transfers  fmni  north  or  soutii  hmnid 
California  Ave.  cars.  Western  Ave.  cars,  Robey  St.  cars,  .\shland  Ave.  cars,  from 
ea-t  bound  North  Side  Division  St.  cars  at  Milwaukee  Ave.,  and  from  East  bound 
North   Side  Chicago  .Ave.  cars  at   Milwaukee   .Xve. 

NO.  2  A. 
West  hound  W.   Division  St.  cars  issue  transfers  to  north  or  south  bound  A>h- 
land  .\ve.  cars.  Robey  St.  cars.  Western  .\ve.  cars,  and  California  Ave.  cars. 

NO.   2   B. 

West  hound  W.  Division  St.  cars  receive  transfers  from  north  Imund  Des- 
plaines and  Clinton  cars  at  Milwaukee  .\ve.  from  north  l)ound  Milwaukee  .\\e. 
Cable  cars,  from  north  or  south  bound  .\shland  .Ave.  cars.  Robey  St.  cars,  and 
Western  .\ve.  cars  and  from  west  bound  W.  Chicago  .\ve.  cars  at  Milwaukee  .\ve. 

TK.V.NSFKK     I'Ul.NTS    ON     l.INE.S    TKK.M  1 N  ATI  .\(i     .\T    EI.SToN     WE.     ST.\TIO.\. 

NO.     I     A. 

Xorlh  bound  !!lston  .Ave.  cars  issue  iran>fers  to  east  or  west  lunuid  Belnioul 
Ave.   cars   and    to   the   Crawford    .\\e.    I''.\tension. 

NO.  I   B. 
N'orth  hound   IJston  .\ve.  cars  receive  transfers  from  east  or  we.si  bouiul   Bel- 
mont .\ve.  cars. 

NO.    I    A. 
South  bound   Elston  ,\ve.  cars   issue  transfers  lo  east  or   wot   Imund    I'.elmonl 
.Ave.  cars. 

XO.    I    I'.. 
South   bound    I-lUlon   .A\e.   c.irs   receive   transfers   from   Crawford    .Ave.    I-'.\len- 
sion  and   from  east  or  west   boimd    Belmont   .Ave.  cars. 

XO.  2  A. 

West  bound  IMnicnu  Ave.  cars  issue  transfers  to  north  or  south  bound  Elston 
Ave.  car.s. 


278  'i"HE  CHICAGO  TRANSPORTATION  PROBLEM 

NO.  2  B. 
West  bound  Belmont  Ave.  cars  receive  transfers  from  north  or  south  l)ouud 
Elston  Ave.  cars. 

NO.  2  A. 

East  bound  Behiiont  Ave.  cars  issue  transfers  to  north  or  south  bound  Elston 

Ave.  cars. 

NO.  2  B. 

East  bound  Behnont  Ave.  cars  receive  transfers  from  north  or  south  bound 
E'lSton  Ave.  cars. 

NO.  3  A. 

Crawford  Ave.  cars  receive  and  issue  transfers  to  and  from  Elston  Ave.  cars. 

TRANSFER   POINTS    ON    LINES    TERMINATING    AT    S.    HALSTED    ST.    STATION. 

NO.  I  A. 

North  bound  S.  Halsted  St.  Cable  care  issue  transfers  to  east  or  west  bound 
Canalport  Ave.  cars,  i8th  St.  cars,  to  west  bound  14th  St.  cars,  14th  St.  cars,  Taylor 
St.  cars,  Harrison  St.  cars  and  Van  Buren  St.  cars. 

NO.  I  B. 

North  bound  S.  Halsted  St.  Cable  cars  leceive  transfers  from  Chicago  City  Ry. 
Co.  cars  at  Cable  station,  from  east  bound  Canalport  Ave.  cars,  from  east  or  west 
bound  i8th  St.  cars,  from  east  bound  14th  St.  cars  and  12th  St.  cars,  from  east  or 
west  bound  Taylor   St.   cars. 

NO.  I  A. 

South  bound  S.  Halsted  St.  Cable  cars  issue  transfers  to  west  bound  Taylor  St. 
cars,  I2th  St.  cars,  14th  St.  cars,  to  east  or  west  bound  i8th  St.  cars,  to  west  bound 
Canalport  Ave.  cars. 

NO.  I  B. 

South  bound  S.  Halsted  St.  Cable  cars  receive  transfers  from  east  bound  Van 
Buren  St.  cars,  Harrison  St.  cars,  from  east  or  west  bound  Taylor  St.  cars,  from 
east  bound  12th  St.  cars,  from  east  or  west  bound  14th  St.  cars,  18th  St.  cars,  and 
from  east  bound  Canalport  Ave.  cars. 

TRANSFER   POINTS   ON   LINES   TERMINATING   AT    KEDZIE   AVE.    STATION. 

NO.  I  A. 

East  bound  Van  Buren  St.  cars  issue  transfers  to  north  or  south  bound 
Western  Ave.  cars,  Robey  St.  cars,  Paulina  St.  cars.  Center  Ave.  cars,  and  to 
south  bound  S.  Halsted  St.  Cable  cars. 

East  bound  Van  Buren  St.  cars  receive  transfers  from  north  or  south  bound 
Kedzie  Ave.  cars,  Western  Ave.  cars,  Robey  St.  cars.  Paulina  St.  cars,  Center  Ave. 
cars,  and  from  east  bound  Ogden  Ave.  cars. 

NO.  I  A. 
West  bound  Van  Buren  St.  cars  issue  transfers  to  north  or  south  bound  Kedzie 
A.ve.  cars,  Western  Ave.  cars,  Robey  St.  cars,  Paulina  St.  cars.  Center  Ave.  cars, 
and  to  west  bound  Ogden  Ave.  cars. 

NO.  I  B. 
West  bound  \'an  Buren   St.  cars  receive  transfers  from  north  or  south  bound 
Western  Ave.  cars,  Robey  St.  cars,  Paulina  St.  cars,  Center  Ave.  cars,  and  from 
north  bound  S.  Halsted  St.  Cable  cars. 


APPENDIX 


27'' 


XO.  2  A. 
Kasi  buiiiKl  Harrison  St.  cars  issue  transfers  to  nortli  or  suutli  ))c)Uiul  W'e-lcni 
Ave.  cars.  Robey  St.  cars.   Paulina  .^t.  cars.  Center  Ave.  cars,  and  to  suulli  bound 
S.  Halsted  St.  Cable  cars. 

XO.  2  B. 
East    bound    iiarri>on    St.    cars    receive   tran>ier>    I'runi    north    or    >oulii    i)ouud 
Kcdzie  Ave.  cars,  Western  .Ave.  cars.  Rol)cy  St.  cars.  Paulina  St.  cars  and  Center 
Ave.  cars. 

XO.  2  A. 
West  bound  Harrison  St.  cars  issue  transfers  to  north  or  south  bound  Kedzie 
Ave.  cars.  Western   Ave.  cars.   Robey   St.  cars.   Paulina  St.  cars  and   Center  .\ve. 
cars. 

XO.  2  B. 
West   bound    Harrison   St.   cars   receive   transfers    from   north   or    -outh    iiound 
Western  Ave.  cars,   Robey   St.  cars.   Paidina   St.   cars.  Center   .Ave.   cars,  and   froiu 
north  bound  S.  Halsted  St.  Cable  cars. 

XO.  3  A. 
East  bound  Colorado  Ave.  cars  issue  transfers  to  north  or  south  bound  Cali- 
fornia  Ave.  cars   and  to  east   bound   Madison   St.   cars. 

XO.   ,^   B. 
East   bound   Colorado   Ave.   cars   receive   tran>fer>    from    north    or   south    Iiound 
Kedzie  Ave.  cars. 

XO.  3  A. 
West  bound  Colorado  .Ave.  cars  issue  traiHttrs  to  north  or  -outh   In  mud   Ked- 
zie Ave.  cars. 

NO.  3  B. 
West    bound   Colorado    .Ave.   cars    receive   transfer^    from    \ve<t    bound    Madison 
St.  cars  and   from  nr>rth  or  south   bound   Kedzie   .Ave.  car^. 

XO.  4  A. 
South  bound  Kedzie  .Ave.  cars  issue  transfers  to  east  or  \ve>>l  bound  I2th  St. 
cars.  Colorado  Ave.  cars.  Madison  St.  cars,  Lake  St.  cars.  Chicago  Ave.  cars.  Grand 
Ave.  cars.  North  .Ave.  cars,  Annitage  .Ave.  cars,  to  east  bound  Harrison  St.  cars. 
\'an  Huren  St.  cars.  Division  St.  cars.  Fullerton  .Ave.  cars,  and  to  east  and  west 
Ixiund   De-plaines  and   Clinton  car-  at   North   Ave. 

XO.  4  r.. 

South  bound  Kedzie  .Ave.  cars  receive  transfers  from  ea><t  or  \ve>t  bouml  Col- 
orado Ave.  cars,  Madison  St.  cars.  Lake  St.  cars,  Chicago  .Ave.  cars,  (jrand  .Ave. 
cars.  North  Ave.  cars,  Armitage  .Ave.  cars,  Fullerton  .Ave.  cars.  Division  St.  cars. 
On  the  Division  St.  cars  and  on  the  Chicago  .Ave.  cars  transfers  are  good  on  both 
north  and  west  side  lines.  .Also  receive  transfers  from  Harrison  St.  and  \'an  Huren 
St.  cars  and  from  ea»t  and  we-t  boinul  De-plaines  and  Clinton  cars. 

NO.  4  A. 

Xorlh  boimd  Kedzie  .Ave.  cars  issue  transfers  to  ea^t  and  west  bound  i-'th  .*^t. 
cars,  Colorado  Ave  cars,  NLndison  Si.  cars.  I^nke  St.  cars,  ChicaR<i  .Ave.  cars.  Grand 
.\vc.  cars,  North  .Ave.  cars,  Armitage  .Ave.  cars,  to  east  bound  Harrison  St.  cars. 
\'an  I'luren  .St.  car->.  Division  St.  cars,  Fullerton  .Ave.  cars  and  to  ea-t  and  we-t 
bound   De>i)laines  and   Clinton  cars  at    X'orth   .\\e. 


280        '^il^  CHICAGO  TRANSPORTATION  PROBLEM 

NO.  4  B. 
North  bound  Kedzie  Ave.  cars  receive  transfers  from  east  or  west  Ijound 
Colorado  Ave.  cars,  Madison  St.  cars,  Lake  St.  cars.  Chicago  Ave.  cars.  Grand 
Ave.  cars.  North  Ave.  cars,  Armitage  Ave.  cars.  Fullerton  Ave.  cars.  Division  St. 
cars.  On  the  Division  St.  cars  and  on  the  Chicago  Ave.  cars  transfers  are  good 
on  both  north  and  west  side  Hnes.  Also  receive  transfers  from  Harrison  St.  and 
Van  Buren  St.  cars  and  from  east  and  west  bound  Desplaines  and  Clinton  cars. 
North  bound  Kedzie  Ave.  cars  receive  transfers  from  east  and  west  bound  I2th 
St.  cars. 

TR.^Ntr'ER    FOINTS    ON    LINES    TEKMIN.VTING    .\T    L.\RRADEE    ST.    STATION. 

NO.     I     A. 

West  bound  North  Ave.  cars  issue  transfers  to  north  or  south  bound  Wells  St. 
cars,  Sedgwick  St.  cars,  Larrabee  St.  cars,  Clybourn  Ave.  cars,  Ashland  Ave.  cars, 
Robey  St.  cars,  Western  Ave.  cars,  California  Ave.  cars  and  to  north  bound  Hal- 
sted  St.  cars 

NO.   I  B. 

West  bound  North  Ave.  cars  receive  transfers  from  north  or  south  liound 
California  Ave.  cars.  Western  Ave.  cars,  Robey  St.  cars,  Ashland  Ave.  cars,  Cly- 
bourn Ave.  cars,  Larrabee  St.  cars.  Sedgwick  St.  cars,  Wells  St.  cars,  Clark  St. 
cars,  and  from  north  bound   Milwaukee  Ave.  cars. 

NO.   I  A. 

East  bound  North  .\ve.  cars  issue  transfers  to  north  or  south  bound  California 
Ave.  cars.  Western  Ave.  cars,  Robey  St.  cars.  Ashland  Ave.  cars.  Clyliourn  Ave. 
cars,  Larrabee  St.  cars,  Sedgwick  St.  cars,  Wells  St.  cars,  Clark  St.  cars,  and  to 
south  bound  Milwaukee  Ave.  cars.  Passnegers  presenting  transfers  from  Califonria 
Ave.  cars  and  Western  Ave.  cars  are  entitled  to  transfers  south  on  Milwaukee  Ave. 
Passengers  presenting  transfers  from  Milwaukee  Ave.  cars  to  west  bound  North 
Ave.  cars  are  entitled  to  transfers  north  or  south  on  Western  .^ve.  cars  and  Califor- 
nia Ave.  cars. 

NO.  I  B. 

East  bound  North  Ave.  cars  receive  transfers  from  north  or  .south  bound  Cali- 
fornia Ave.  cars,  Western  Ave.  cars,  Robey  St.  cars,  Ashland  Ave.  cars,  Clybourn 
Ave.  cars,  Larrabee  St.  cars,  Sedgwick  St.  cars  and  from  south  bound  Halsted  St. 
cars. 

NO.  2  A. 

West  bound  Chicago  Ave.  cars  issue  transfers  to  north  or  south  bound  Wells 
St.  cars,  Ashland  Ave.  cars,  Robey  St.  cars.  Western  .\ve.  cars,  California  Ave. 
cars  and  west  on  Chicago  Ave.  at   Milwaukee  .■\\e. 

NO.  2  B. 
West  bound  Chicago  .\ve.  cars  receive  transfers  from  Udiili  bound  Milwaukee 
Ave.  cars,  from  north  bound  Desplaines  and  Clinton  cars  at  Milwaukee  Ave.,  from 
north  or  south  bound  .Ashland  Ave.  cars,  Robey  St.  cars,  Western  Ave.  cars,  from 
north  bound  Division  St.  cars  at  Milwaukee  .A.ve.,  from  north  and  souili  bound 
Wells  St.  Cable  cars,  and  from  north  and  south  bound  Clybourn  Ave.  cars. 

NO.  2  A. 
East  bound   Chicago  Ave.   cars  issue  transfers  to  north  or   south   liound   Ash- 
iand  Ave.  cars,  Robey  St.  cars,  Western  Ave.  cars  and  to  south  bound  west  side 


APPENDIX  281 

Cliicago  Ave.  cars,  to  south  liouiul  Milw.inkcc  Am-.  Cahk-  cai>.  to  Dcsplaincs  and 
Clinton  cars  and  Division  St.  cars  al  Milwaukee  .\vc.  and  north  or  south  bound 
Wells  St.,  Lincohi.  Limits  and  Clyhourn  Ave.  Calile  cars. 

NO.   -'   1!. 
East   bound   Chicago   .Ave.   cars   receive   transfers    from    norili   or   >-outli   hound 
Ashland   .Ave.   cars.   Rohcy   St.   cars,   Western   .Kve.  cars.   California   Ave.   cars   and 
from  east  bound  west  side  Chicago  Ave.  cars  at  California  .Ave. 

NO.  3  A. 
North   hound    Larrahee   St.   cars   issue   transfers   to   east    or   wot    bound    North 
.Ave.   cars,   to   north   bound    Lincoln   .Ave.   cars   and   to   west   bound    Fullerton    .Ave. 
cars. 

NO.  3  A. 

South  bound  Larrahee  St.  cars  issue  transfers  to  south  i)ound  Lincoln  .Ave. 
cars,  and  from  east  or  west  bound  North  .Ave.  cars. 

NO.  3  B. 
South    bound    Larrahee    St.    cars    receive   transfers    from    south    l)ound    Lincoln 
cars,  and  to  east  or  west  boiuid   North  Ave.  cars. 

NO.  4  A. 
North   bound   Sedgwick   St.   cars  issue  transfers  to  east   or   west   bound    North 
.Ave.  cars  and  to  Lincoln  .Ave.  Cable  cars. 

NO.  4  B. 
North    bound    Sedgwick    St.    cars    receive    transfers    from    east    or    we.^t    bound 
North  Ave.  cars,  from  north  bound  Lincoln  .Ave.  cars,   from   south  bound    llal.sted 
St.  cars,  and  from  east  bound  Division  St.  cars  at  Sedgwick  and  Division  St. 

NO.  4  A. 

South  bound  Sedgwick  St.  cars  issue  transfers  to  north  bound  llalsted  St. 
cars,  to  south  bound  Lincoln  .Ave.  cars,  to  east  or  west  bound  North  .\ve.  car>. 
and  to  west  bound  Division  St.  cars. 

NO.  4  r.. 

South  bound  Sedgwick  St.  cars  receive  transfers  from  south  bound  Lincoln 
.Ave.  cars,  from  east  or  west  bound  North  .Ave.  cars  and  from  east  bound  Division 
St.   cars. 

NO.  5  A. 

Stale   St.   cars   i>>ue  lran>.fer>   to  Clark    .St.   cir^  ,it    Di\i-ion  .nid    ("l.nk    Si.;   .d-n 
receive  transfers  from   Cl.irk   St.  cars  at   >;ime  jMiint. 

NO.  6  A. 

.South  boun<l  Clyiiourn  .\ve.  I'"lectric  car>  is>ue  tran>fers  to  cast  or  west 
bouiul  I-'ulierton  .Ave.  cars  and  to  Clyhourn  .Ave.  Cable  cars  at  Cable  station. 

NO.  f)  n. 

North  bound  Clyhourn  .\ve.  b'leclric  cars  receive  transfers  from  Clyhourn 
Ave.  Cable  cars  and  from  either  cast  or  west  l'"ullerton  .Ave.  cars. 


282  'l^HE  CHICAGO  TRANSPORTATION  PROBLEM 

NO.  7  A. 
East  iMuiid  Fullcrtun  Ave.  cars  issue  transfers  lu  south  Ijonnd  Rohcy  St.  cars, 
to  north  hound   Clylxnirne   Ave.  cars,  to   south   lionnd  Lincohi  Ave.   cars,  to  north 
bound   llalsted   St.  cars,  to  north  or  soutli  hound  California  Ave.  cars. 

NO.  7   B. 
East  bound  Fullerton  Ave.  cars  receive  transfers  from  north  Ijound   Robey   St. 
cars,  and  from  soiuli  hound  Clybourne  Ave.  cars,  from  north  or  south  hound  Cah- 
fornia   Ave.   cars. 

NO.  7  A. 
West   bound   h'ullerton   Ave.   cars   issue   transfers   to   Robey   St.   cars,   to   north 
bound  Clybourn  Ave.  cars,  and  to  north  or  south  hound  California  Ave.  cars. 

NO.  7   B. 
West  hound   Fullerton   Ave.   cars   receive  transfers   from   north   hound   Lincoln 
Ave.   cars,  Larrabee  St.   cars,   from  south  bound   Halsted   St.   cars,  and   from  nortli 
bound  Robey  St.  cars  and  from  south  bound  Clybourn  Ave.  cars. 

NO.  8  A. 
West  bound  Division  St.  cars  issue  tran^fers  to  north  or  south  bound  Ashland 
xAve.  cars,  Robey  St.  cars,  W'estern  Ave.  cars  and  California  Ave.  cars. 

NO.  8  B. 
West   bound   Division    St.    cars   receive   transfers   from   north   or    south    bound 
Ashland  Ave.  cars,  Robey  St.  cars.  Western  Ave.  cars,  California  Ave.  cars,  Sedg- 
wick  St.   cars   and   from   north   and   south   bound    Clybourn   Ave.    and    from   north 
bound    Milwaukee   Ave.   cars. 

NO.  8  A. 
East  bound  Division  St.  cars  issue  transfers  to  north  or  south  bound  Western 
Ave.   cars,   Robey    St.   cars,   Ashland   Ave.    cars,   to   south   bound    Milwaukee   Ave. 
cars.  Clybourne  Ave.  cars  and  to  north  or  south  hound  Sedgwick  Ave.  cars. 

NO.  8  B. 
East    hound    Division    St.    cars    receive    transfers    from    north    or    south    bound 
Ashland  Ave.  cars,  Robey  St.  cars,  Western  Ave.  cars  and  California  Ave.  cars. 

TR.\NSFER    POINTS    ON     LINES    TERMINATINCi    AT    LIMITS     STATION. 
NO.     I     A. 

South  bound  Clark-Limits  cars  issue  transfers  to  west  bound  North  Ave.  cars, 
to  State  St.  cars  at  Clark  and  Division  St.  and  to  west  hound  Indiana  St.  cars. 

NO.   I  B. 

South    bound    Clark-Limits   cars    receive    transfers    from    lines    north    of    Cable 
station  and  from  North  Ave.  cars. 

NO.   I   A. 

North  bound  Clark-Limits  cars  issue  transfers  to  west  bound  North  Ave.  cars 
and  to  lines  north   of  Cable   station. 

NO.  I  B. 
North  bound  Clark-Limits  cars  receive  transfers  from  east  bound  Indiana   St. 
cars,  from  State  St.  cars  at  Clark  and  Division  St.  and  from  North  Ave.  cars. 


APPENDIX  283 

NO.  2  A. 

Suuth  l)i>und  WcUs-Liniils  cars  issue  transfers  lu  wcsl  buuud  Xurlli  Ave.  cars 
and  Chicago  Ave.  cars. 

NO.  2  B. 

South  hound  W'ells-Liniiis  cars  receive  transfers  from  lines  norlli  of  Cable 
station  and   from  east  hound   North  .\\e.  and  Chicago  .\ve.  car>-. 

NO.  2  A. 
North   hountl    \\'cl!>-Liniils   cars   issue   tran>fer>   in    we^i    hound    Chicago   Ave. 
cars,  and  North  Ave.  cars  and  to  lines  norlli  of  Cahle  station. 

NO.  2  B. 

North  bound  Wells-Limils  car>  receive  transfer^  from  east  hound  Chicago  Ave. 
cars  and  North  Ave.  cars. 

TK.\i\SFER    rolXTS    ON    l.l.NES    TEK.Ml  N.\T1  .NC    .\T    I.lNCOl.N    .WE.    ST.\TI0N. 

NO.     I     A. 

South  bound  Clark-Lincoln  Ave.  cars  issue  transfers  to  south  bound  Ilalsted 
St.  cars,  Larrabee  St.  cars,  Sedgwick  St.  cars,  to  North  Ave.  cars,  to  State  St.  cars 
at   Clark  and  Division  St.  and  to  we-^t   bound    indian.'i   St.  cars. 

NO.   I  B. 
South    bound    Clark-Lincoln    .\ve.    cars    receive    transfers    from    cars    north    of 
Cable   station,  at   Fullerton   .\ve.    from   east   bound   Larrabee   St.   cars,   at    Webster 
.\vc.,  from  cast  bound  Sedgwick  St.  cars  and  from  Norih  .Ave.  cars. 

NO  I  A. 

North  bound  Clark-Lincnln  .\ve.  cars  i--ue  transfers  to  North  .\ve.  cars,  to 
west  bound  Sedgwick  St.  cars  at  Garfield  Ave.,  to  west  bound  Larra])ee  St.  cars 
and  W.   Fullerton  .Ave.,  and  to  lines  north  of  Cable  station. 

NO.   I   B. 
North    bound    Clark-Lincoln    cars    receive    transfers    from    east    bound    Indiana 
St.  cars,  from  State  St.  cars  at  Clark  and  Division  St..  from  North  .Ave.  cars,  from 
Sedgwick   St.  cars  at  Garfield   Ave.,   from   Larrabee  St.  cars  at   Lincoln   .\ve.  and 
Larrabee  St..  from  north  hmmd   Ilalsted  St.  car>;  at   b'ullerton  Ave. 

NO.  2  A. 

South  bound  Wells-Lincoln  .\ve.  cars  issue  transfers  to  south  boimd  Ilalsted 
St.  cars,  Larrabee  St.  cars,  .S(.-dgwick  St.  cars,  to  west  bound  North  .\ve.  and  Chi- 
cago Ave.  cars. 

NO.   J   !?. 

South  bound  Wells-Lincoln  .\\e.  cars  receive  transfers  from  lines  north  of 
Cable  station,  from  I'ullerton  .\ve.  cars.  Larrabect  St.  cars,  Sedgwick  St.  cars,  from 
east  bouml  North  .\ve.  cars,  and  from  east  bound  Chicago  .\ve    cars. 

NO.  2  A. 

North   bound   Wells-Lincoln   .\ve.   cars   issue   transfers   to   west    bound   Chicago 
•Ave.  cars,  North  .Ave.  cars,  to  Sedgwick  St.  cars,  to  Larrabee  St.  and  W.  Fullerton  * 
.Ave.  cars  and  to  lines  north  of  Cable  station. 


284  'i'HE  CHICAGO  TRANSPORTATION  PROBLEM 

NO.  2  B. 

North  bound  Lincoln-Wells  cars  receive  transfers  from  east  bound  Chicago 
Ave.  cars,  North  Ave.  cars,  from  north  bound  Sedgwick  St.  cars,  Larrabee  St.  cars 
and   Ilalsted   St.   cars. 

TR.NNSFEK   TOINTS   ON    LINES    TERMIN.ATING   AT    LAWNDALE   STATION. 

NO.   I  A. 
West  bound  Ogden  Ave.  cars  issue  transfers  to  north  or  south  bound  Center 
Ave.  cars,  to  south  bound  Robey  St.  cars,  to  west  bound   12th   St.  cars,  to  south 
bound  Western  Ave.  cars,  and  to  north  bound  40th  Ave.  cars. 

NO.   I   B. 

West   bound    Ogden   Ave.   cars   receive   transfers   from   north   or   south   bound 

Center  Ave.  cars,  from  west  bound  Madison  St.  cars,   from  south  bound  Ashland 

Ave.  cars,  from. south  bound  Robey  St.  cars,  from  west  bound  Van  Buren  St.  cars, 

from  north  or  south  bound  Western  Ave.  cars,  and  from  west  bound  12th  St.  cars. 

NO.   I   A. 
East  bound  Ogden  Ave.  cars  issue  transfers  to  north  or  south  bound  Western 
Ave.  cars,  to  east  bound  12th  St.  cars,  to  north  bound  Robey  St.  cars,  to  east  bound 
Van  Buren   St.  cars,  to  north  or  south  bound  Ashland  Ave.  cars,  to  east  bound 
Madison  St.  cars,  and  to  north  or  south  bound  Center  Ave.  cars. 

NO.  I  B. 
East  bound  Ogden  Ave.  cars  receive  transfers  from  40th  Ave.  cars,  from  north  or 
south  bound  Western  Ave.  cars,  from  west  bound  12th  St.  cars,  from  north  bound 
Robey  St.  cars,  from  north  or  soutli  bound  Paulina  St.  cars  and  Sangaman  St.  cars. 

NO.  2  A. 
West  bound  12th  St.  cars  issue  transfers  to  west  bound  14th  St.  cars,  to  north 
or   south   bound    Center   Ave.    cars,   Ashland   Ave.    cars,   Robey    St.    cars,   to   south 
bound   Ogden   Ave.   cars,   to   north   or    south   bound   Western   Ave.    cars,   to   north 
bound  Kedzie  Ave.  cars,  and  to  south  bound  40th  Ave.  cars. 

NO.  2  B. 

West  bound  12th  St.  cars  receive  transfers  from  west  bound  14th  St.  cars, 
from  north  bound  Canal  St.  cars,  from  north  or  south  bound  S.  Halsted  St. 
Cable  cars,  from  South  bound  Blue  Island  Ave.  cars,  from  north  or  south  bound 
Center  Ave.  cars,  Ashland  Ave.  cars,  Robey  St.  cars,  from  west  bound  Ogden  Ave. 
cars,  from  north  or  south  bound  Western  Ave.  cars  and  from  south  bound  Kedzie 
Ave.  cars. 

NO.  2  A. 

East  bound  12th  St.  cars  issue  transfers  to  north  bound  Kedzie  Ave.  cars,  to 
north  or  south  bound  Western  Ave.  cars,  to  north  bound  Ogden  Ave.  cars,  to  north 
or  south  bound  Robey  St.  cars,  Ashland  Ave.  cars.  Center  Ave.  cars,  to  north  bound 
Blue  Island  Ave.  cars,  to  north  or  south  bound  S.  Halsted  St.  Cable  cars,  to  south 
bound  Canal  St.  cars,  to  east  bound  14th  St.  cars. 

NO.  ^  B. 
East  bound   I2th   St.  cars  receive  transfers   from  40th   Ave.   cars,  from   Kedzie 
Ave.  cars,  from  north  or  south  bound  Western  Ave.  cars,  from  north  bound  Ogden 
'  Ave.  cars,   from  north  or  south  bound  Robey  St.  cars,  Ashland   Ave.  cars.  Center 
Ave.  cars,  and  from  east  bound  14th  St.  cars. 


APPENDIX  285 

NO.  3  A. 

Noitli  lioiHul  40tli  Ave.  cars  issue  transfers  to  east  homul  uih  St.  cars,  south 
hound  40tli  Ave.  cars  issue  transfers  east  on  Ogden  Ave.,  also  receive  transfers 
from  west  hound   I2th   St.  cars,  and  receive  transfers  from  Ogden  cars. 

NO.   4   A. 
West  hound  14th  St.  cars  issue  transfers  to  west  hound  12th  St.  cars,  to  north 
or   soutli   l)ound   S.    Halsted   St.   Cahle  cars,   Center   Ave.   cars,   Ashland   Ave.   cars, 
to  ntirtli  hiiuntl  R(il)ey  St.  cars. 

NO.  4  B. 
West   hound    14th    St.    cars    receive   transfers    from    west    Ijound    121I1    St.    cars, 
from  north  or  soutli  hound  S.  llalsted  St.  Cahle  cars.  Center  .\ve.  cars,  from  south 
hound  Hlue  Island  Ave.  cars,  from  north  or  soutli  hound  Ashland  Ave.  cars. 

NO.   4   A. 
'East    hound    14th    St.    cars   issue   transfers   to   north    or    south    hound    Ashland 
.•\ve.   cars.   Center   .Ave.   cars,  to   north   hound   Blue    Island   .\ve.   cars,   to   north   or 
-nulh  l.niuid  S.   llalsted  St.  Cahle  cars,  to  cast  Ijnund   I2lh   St.  cars. 

NO.  4  B. 
East  hound   14th  St.  cars  receive  transfers  from  Rohey  St.  cars,  from  north  or 
south  hound  Ashland   .Xve.  cars.  Ceiitir   Ave.   cars,   from   north   hound   liiue   Island 
Ave.  cars,  from  north  or  south  hound   S.   llalsted   St.  Calile  car^.   fr<im  east  hound 
I2th   St.  cars. 

TK.WSFF.K    roINTS    OF    LINES    OF   C.    C.    T.    CO.    TERMIN.\TIXG    .\T    L.VWND.M.E    ST.\TIO.N. 

NO.  5  A. 
West  hound   12th  St.  cars  issue  transfers  north  or  south  on  48th  Ave. 

NO.  5  B. 
West   hound    12th    St.   cars   receivt*  transfers    from   north   or   south   hound   4(Sth 
.\ve.  cars. 

NO.   5   A. 
East   hound    12th   St.   cars  issue   transfers   to   north   or   south   huund   4.Sth   .Ave. 
cars,     l-'ast  hound   12th   St.  cars  receive  transfers   from  north  or  south   hound  48th 
.\ve.  cars. 

NO.  6  A. 
West    hoimd    I'.erwvn    cars    i'^>^ue   transfer^   to   north   or    south   lioiuid   481I1    .Ave. 
c;ir>. 

NO.  6  B. 
We^t   hound    lUrwyn   car^    receive   transfers   from   north   or   south   hotuid   48th 
.\\'-.    r.ir^. 

\().  6  A. 
Ea>t  hound  I'.iiwyn  cars  issue  transfers  to  north  or  south  hound  4Sth  Ave.  cars. 

NO.  6  R. 

East  hoimd  Ikrwyn  cars  receive  transfers  from  north  or  south  hoimd  48th 
.\ve.    cars. 

XO.   7    A. 

South  bound  48th  .\ve.  cars  issue  transfers  to  east  or  west  l)ound  Madison 
St.  cars,  1 2th  St.  cars,  and  to  east  or  west  hound   Bcrwyn  cars. 


286  THE  CHICAGO  TRANSPORTATION  PROBLEM 

NO.  7  B. 

South  hound  48th  Ave.  cars  receive  transfers  from  Chicago  Ave.  cars  at  Lake 
and  48th  .\vc.  and  from  east  bound  Lake  St.  cars  at  same  point,  from  east  or  west 
bound  Madison  St.,  I2tli  St.  cars  and  Berwyn  cars,  and  from  west  hound  Lake  St. 
cars  at  48th  Ave.  and  Madison  St. 

NO.  7  A. 

Nortli  hound  48th  Ave.  cars  issue  transfers  to  east  or  west  bound  Berwyn  cars, 
i2th  St.  cars  and  Madison  St.  cars,  to  west  bound  Lake  St.  cars  at  Lake  and  48th 
Ave.,  to  north  hound  Chicago  Ave.  cars  at  same  point  and  to  east  hound  Lake  St. 
cars  and   Madison   and  48th   Ave. 

NO.  7  B. 

North  l)()und  48th  Ave.  cars  receive  transfers  from  east  or  west  hound  Berwyn 
cars,  I2th  St.  cars  and  Madison  St.  cars  to  Lake  St.  only. 

TRANSFER   POINTS    ON    LINES   TERMIN.\TING   AT    MADISON    AND   4OTH    ST.    STATION. 

NO.   I   A. 

East  or  west  bound  Madison  St.  cars  issue  transfers  to  north  or  south  bound 
Sangamon  St.  cars,  Paulina  St.  cars,  Robey  St.  cars.  Western  Ave.  cars  and  Kedzic 
Ave.  cars.  West  bound  Madison  St.  cars  issue  transfers  to  west  bound  Ogden  and 
Colorado  Ave.   cars. 

SPECIAL. 

East  bound  Madison  St.  cars  receive  transfers  from  north  or  south  bound 
Halsted  St.  cars,  west  hound  Madison  St.  cars  issue  transfers  to  north  or  south 
Halsted  St.  cars. 

NO.  I  B. 

East  and  west  bound  Madison  St.  cars  receive  transfers  from  north  or  south 
hound  Sangamon  St.  cars,  Paulina  St.  cars,  Robey  St.  cars.  Western  Ave.  cars, 
and  Kedzie  Ave.  cars.  When  east  hound  receive  transfers  from  east  bound  Ogden 
Ave.  and  Colorado  Ave.  cars. 

TRANSFER    POINTS    ON    LINES    TERMINATING    AT    MILWAUKEE    AVE.     STATION. 

NO.   I   A. 

North  bound  Milwaukee  Ave.  cars  issue  transfers  to  west  bound  Armitage 
Ave.  cars,  to  Milwaukee  Ave.  Ex.,  to  north  bound  Western  Ave.  cars,  to  west 
hound  North  Ave.  cars,  to  north  bound  Robey  St.  cars,  to  west  bound  Desplaines 
and  Clinton  cars,  at  Noble  St.,  to  west  bound  Desplaines  and  Clinton  cars  at  North 
Ave.,  to  west  bound  North  and  west  side  Division  and  Chicago  Ave.  cars.  Sec 
special. 

NO.   I   B. 

South  bound  Milwaukee  Ave.  cars  receive  transfers  from  Armitage  Ave.  cars, 
from  Milwaukee  Ave.  Ex.,  from  south  bound  Western  Ave.  cars,  from  east  bound 
North  Ave.  cars,  from  south  bound  Robey  St.  cars,  from  east  bound  Desplaines  and 
Clinton  cars  at  North  Ave.,  from  south  bound  Desplaines  and  Clinton  cars,  at 
Noble  St.,  from  east  bound  north  side  Division  St.  and  Chicago  Ave.  cars. 

NO.  2  A. 
Milwaukee  Ave.  Ex.  receives  and  issues  transfers  to  and  from  Milwaukee  Ave. 
Cable  cars. 


APPENDIX  287 

NO.  .?  A. 
West  bound  Ainiilasio  Ave.  cars  issue  transfers  to  nortli  or  south  hound  CaH- 
fornia   Ave.    cars.     Also    receive    transfers    from    norili    or    soiuli    hdund    California 
Ave.   cars  and   from   Cable  cars  at   Cable  station. 

NO.  3   1'. 
East  hound  Armitage  Ave.  cars  issue  transfers  to  north  or  .south  hound  Cali- 
fornia .-Xve.  cars  and  to  Milwaukee  .Ave.  Cable  cars.     .\lso  receive  transfers  from 

north  <ir  south  bound  California  .\\e.  cars. 

NO.  4  A. 
South  bound   Desplaines  and   Clinton  cars   i>>ue  transfers  to   south   liound    Mil- 
waukee Ave.  cars  at  North  Ave.  and  again  at  Noble  St.,  to  north  and  south  bound 
California  Axe.  cars,  Western  .Ave.  cars  and  Robey  St.  cars. 

NO.  4  B. 

South  bound  Desplaines  and  Clinton  cars  receive  transfers  from  east  bound 
Indiana  St.  cars  at  Milwaukee  .\ve..  from  cast  bound  Grand  .\ve.  cars  at  Milwau- 
kee Ave.,  from  north  or  south  bound  Robey  St.  cars  at  North  Ave.,  and  from  east 
bound  north  or  west  side  Chicago  .Ave.  cars  at  Milwaukee  .\ve.,  from  north  and 
south  bound  California  Ave.  cars  and  Western  .A\e.  cars  at  North  .\ve.  and  from 
east  bound  W.  Division  St.  cars. 

North  bound  Desplaines  and  Clinton  cars  receive  transfers  from  north  bound 
Mihvauke  .\ve.  cars  at  Noble  St.  and  again  at  North  .Ave.  from  north  and  south 
bound   Robey  St.  cars,  California  .Ave.  cars  and  Western  .Ave.  cars  at   North  .Ave. 

NO.  4  A. 
North  bound  Desplaines  and  Clinton  cars  i>sue  transfers  to  west  bound  Grand 
.Ave.  cars  at  Milwaukee  .Ave.,  to  west  bound  Indiana  St.  cars  at  same  place,  to 
north  and  south  bound  Robey  St.  cars,  California  .Ave.  cars,  Western  Ave.  cars  and 
to  west  bound  north  and  west  side  Chicago  .Ave.  cars  at  Milwaukee  .Ave.,  to 
west   bound   Division    St.   cars  at    Milwaukee   .Ave. 

Sri-CIAL. 
East  bound   Milwaukee  .Ave.  cars  issue   transfers  to  south   bound   Halsted   St. 
cars,  north  bound  Milwaukee  .Ave.  cars  receive  transfers  from  north  bound  llalslcd 
St.  cars.     Halsted  St.  conductors  issue  transfers  at  this  point  providing  passenger 
lioard-.  ^^•lr^  at  or  north  of  Madison  St.  paying  cash   fare  or  transfer. 

TK.N.NSKER    I'OINTS    o.\     LINES    TER.M  IN.\TI  .NC    .\T     NOIil.K    STATIO.N. 
.\().     I     A. 

North  and  south  bound  .Ashland  .\ve.  cars  issue  transfers  to  east  or  west  bound 
North  .Ave.  cars,  to  North  and  West  Side  Division  an»l  Chicago  .Ave.  cars,  to  east 
i)ound  Sangamon  and  Center  .Ave.  cars  at  Erie  and  .Ashland  .Ave.,  to  east  or  west 
Itound  (irand  .Ave.  cars.  Indiana  St.  cars.  Lake  St.  cars.  Madison  St.  cars.  Ogdeii 
.Ave.  cars.  \'an  Huren  St.  cars,  Harrison  St.  cars,  Taylor  St.  cars,  I2th  St.  cars,  at 
.Ashland  .Ave.  and  at  Paulina  St.,  14th  St.  cars,  iHih  St.  r:\r<.  .mm  St,  cars,  and  to 
we>il   bound   Blue   Island   .Ave.  cars. 

NO.  I  n. 

North  and  soiuh  bound  .Ashland  .Ave.  cars  receive  transfers  from  cast  or  west 
boimd  North  .Ave.  cars.  Division  St.  cars  both  lines.  Chicago  .Ave.  cars  both  lines, 
from  Center  .Ave.  car-i  at   Erii-  .St.  when  north  lioiind  imlv.  from  east  or  west  boun<I 


288  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Grand  Ave.  cars,  Indiana  St.  cars.  Lake  St.  cars.  Madison  St.  cars,  Ogden  Ave. 
cars,  Van  Buren  St.  cars,  Harrison  St.  cars,  Taylor  St.  cars,  12th  St.  cars  at  Ash- 
land Ave.  and  Paulina  St.,  14th  St.  cars,  i8th  St.  cars,  21st  St.  cars  when  north 
bound  receive  transfers  from  east  bound  Blue  Island   Ave.  cars. 

NO.  2  A. 

Center  Ave.  cars  issue  transfers  to  north  bound  Ashland  Ave.  cars  at  Erie  St. 
North  and  south  bound  Center  Ave.  cars  issue  transfers  to  east  or  west  iMund 
Grand  Ave.  cars,  Indiana  St.  cars,  Lake  St.  cars,  Ogden  Ave.  cars,  Madison  St. 
cars,  Harrison  St.  via  Center  Ave.  cars  at  Adams  and  Sangamon  St.,  Van  Buren 
St.  cars,  Harrison  via  Clinton  St.  cars  at  Harrison  St.,  Taylor  St.  cars,  12th  St. 
cars,  14th  St.  cars,  i8th  St.  cars,  south  bound  Center  Ave.  to  south  bound  Blue 
Island  Ave.  cars.  South  Ijound  Center  Ave.  cars  issue  to  east  and  west  bound 
21  St  St.  cars. 

NO.  2  B. 

Center  Ave.  cars  receive  transfers  from  south  bound  Ashland  Ave.  cars  at 
Erie  St.  North  and  south  bound  Center  Ave.  cars  receive  transfers  from  east  or 
west  bound  Grand  Ave.  cars,  Indiana  St.  cars,  Lake  St.  cars,  Ogden  Ave.  cars, 
Madison  St.  cars,  Harrison  St.  cars  via  Center  Ave.  at  Sangamon  and  Adams  St., 
from  Van  Buren  St.  cars,  Harrison  St.  cars,  Taylor  St.  cars,  12th  St.  cars,  14th 
St.  cars,  i8th  St.  cars.  North  bound  Center  Ave.  cars  receive  from  north  ])ound 
Blue  Island  Ave.  and  from  east  and  west  bound  21st  St.  cars. 

SPECIAL. 

Sangamon  au'l  Center  Ave.  cars  issue  transfers  to  following  lines  when  run- 
ning to  and  from  barn  morning  and  evening  (that  is,  provided  passegers  board  cars 
while  same  are  running  on  Ashland  Ave.  and  pay  a  cash  fare),  they  issue  transfers 
punched  from  Ashland  Ave.  to  east  or  west  bound  Chicago  Ave.  cars  both  lines. 
Division  St.  cars  both  lines,  and  to  North  Ave.  cars. 

Also  receive  transfers  when  running  into  barn  from  east  or  west  bound  Chi- 
cago Ave.  cars  both  lines,  Division  St.  cars  both  lines,  and  from  North  Ave.  cars. 

TR.^NSFER    POINTS    ON    LINES    TERMINATING    AT    WESTERN    AVE.    STATION. 

NO.  I  A. 

South  Ijound  Western  Ave.  cars  issue  transfers  to  east  bound  Milwaukee  Ave. 
cars,  to  east  and  west  bound  North  Ave.  cars.  Division  St.  cars,  Chicago  A^e.  cars 
both  North  and  West  Side  lines,  to  east  bound  Indiana  St.  cars,  to  east  and  west 
.bound  Grand  Ave.  cars,  Lake  St.  cars,  Madison  St.  cars.  Van  Buren  St.  cars.  Har- 
rison St.  cars,  to  east  bound  Taylor  St.  cars,  to  east  and  west  bound  12th  St.  cars, 
cast  and  west  bound  Ogden  Ave.  cars,  21st  St.  cars,  to  west  bound  26th  St.  cars, 
and  east  and  west  bound  Desplaines  and  Clinton  cars  at  North  Ave. 

NO.  I   B. 

South  bound  Western  Ave.  cars  receive  transfers  from  east  or  west  bound 
North  Ave.  cars.  Division  St.  cars,  and  Chicago  Ave.  cars,  both  North  and  West 
Side,  from  west  bound  Indiana  St.  cars,  from  east  or  west  bound  Grand  Ave.  cars. 
Lake  St.  cars,  Madison  St.  cars.  Van  Buren  St.  cars,  Harrison  St.  cars,  from  east  or 
west  bound  12th  St.  cars,  Ogden  Ave.  cars  and  21st  St.  cars,  and  from  east  and 
west  .bound  Desplaines  and  Clinton  cars  at  North  Ave. 


APPENDIX  289 

NO.  I  A. 
North  bouiul  Western  Ave.  cars  issue  transfers  to  cast  or  west  bound  2ist  St. 
cars,  Ogdcn  Ave.  cars,  12th  St.  cars,  to  east  bound  Taylor  St.  cars,  to  east  or  west 
bound  Harrison  St.  cars,  Van  Buren  St.  cars,  Madison  St.  cars.  Lake  St.  cars,  and 
Grand  Ave.  cars,  to  east  bound  Indiana  St.  cars,  to  east  or  west  bound  Chicago 
.-\ve.  and  Division  St.  cars,  both  Nortli  and  West  Side,  and  to  North  Ave.  cars,  to 
east  or  west  bound  Desplaines  and  CUnton  cars  at  North  Ave. 

NO.  I  B. 
Norili  bt)und  Western  Ave.  cars  receive  transfers  from  east  bound  26th  St. 
cars,  from  east  or  west  bound  21st  St.  cars,  from  east  bound  Ogden  Ave.  cars, 
from  east  or  west  bound  12th  St.  cars,  from  east  or  west  bound  Harrison  St.  cars, 
\'an  Buren  St.  cars,  Madison  St.  cars,  Lake  St.  cars,  Grand  Ave.  cars,  from  west 
bound  Indiana  St.  cars,  from  east  or  west  bound  Chicago  Ave.  cars,  and  Division 
St.  cars,  both  north  and  west  side  from  North  Ave.  cars,  and  from  north  bound 
Milwaukee  Ave.  cable  cars,  and  from  east  and  west  liound  Desplaines  and  Clinton 
cars  at  North  Ave. 

NO.  2  A. 
East  bound  Taylor  St.  cars  issue  transfers  to  north  or  south  bound  Robey  St. 
cars.  Paulina  St.  cars.  Center  Ave.  cars,  to  east  bound  Blue  Island  Ave.  cars,  and  to 
north  or  south  bound  South  Ilalsted  St.  cable  cars. 

NO.  2  B. 
East  bound  Taylor  St.  cars  receive  transfers  from  north  or  south  bound  West- 
ern Ave.  cars,  Robey  St.  cars,  Paulina  St.  cars.  Center  Ave.  cars. 

NO.  2  A. 
West  bound  Taylor  St.  cars  issue  transfers  to  north  or  south  bound  Western 
Ave.  cars,  Robey  St.  cars,  Paulina  St.  cars,  Center  Ave.  cars,  and  South  Halsted  St. 
Cable  cars. 

NO.  2  B. 
West  bound  Taylor  St.  cars  receive  transfers  from  north  or  south  bound  South 
Halsted  St.  Cable  cars,  from  west  bound  Blue  Island  Ave.  cars,  from  north  or  south 
bound  Center  Ave.  cars,  Paulina  St.  cars,  Robey  St.  cars. 

NO.  3  A. 
East   or   west   bound   Lake    St.   Cars   issue   transfers   to   north   or   south    l)Ound 
Kedzie  Ave.  cars.  Western  .\\q.  cars,  Robey  St.  cars,  Paulina  St.  cars  and  Center 
Ave.  cars. 

NO.  3  1'. 
East  or  west  bound  Lake  St.  cars  receive  transfers  from  north  or  soutli  bound 
Kedzie  Ave.  car<;,  Western    \ve.  cars,  Robey  St.  cars,  Paulina  St.  cars  and  Center 
.'\ve.  cars. 

NO.  4  A. 
East   bound   (irand   .\ve.  cars  issue  transfers  to   north   or   south   Ixunul    Kedzie 
Ave.  cars.  Western  Ave.  cars.  Robey  St.  cars,  Ashland  Ave.  cars.  Center  Ave.  cars 
to  cast  l)ound  Indiana  St.  car.s  at  Milwauke  Ave.,  and  to  south  bound  Desplaines  and 
Clinton  cars  at  Milwaukee  Ave. 

NO.  4  H. 
ICast    bound    (irand    .Ave.    cars    receive    transfers    from    north    or    south    bound 
Kedzie  Ave.  cars.  Western   .\ve.   cars,    R<>l)ey   St.  cars,   Aslilaml   .\ve.   cars,   ("enter 
Ave.  cars,  and  from  east  bound  Chicago  Ave.  cars. 


290        '1"HR  CHICAGO  TRANSPORTATION  PROBLEM 

NO.  4  A. 
West  bound  Grand  Ave.  cars  issue  transfers  to  north  or  south  bound  Western 
Ave.  cars,  Robey  St.  cars.  Ashland  Ave.  cars.  Center  Ave.  cars  and  to  west  bound 
Chicago  Ave.  cars. 

NO.  4  B. 
West  bound   Grand   Ave.   cars   receive   transfers   from   west  bound   Indiana   St. 
cars,  at  Western  Ave.,  from  north  bound  Desplaines  and  Chnton  cars  at  Milwaukee 
.\ve.,  from  north  or  south  bound  Center  Ave.  cars,  .Ashland  .\ve.  cars,  Robey  St. 
cars.  Western  Ave.  cars,  and  from  Kedzie  Ave.  cars. 

NO.  5  A. 

East  bound  Indiana  St.  cars  issue  transfers  to  north  or  south  bound  Robey  St. 
cars,  Ashland  Ave.  cars,  Center  Ave.  cars,  to  south  I)ound  Desplaines  and  CUnton 
cars  at  Milwaukee  Ave.  and  north  bound  Clark  St.  Cable  cars. 

NO.  5  B. 

East  bound  Indiana  St.  cars  receive  transfers  from  north  or  south  bound  West- 
ern Ave.  cars,  Robey  St.  cars,  Ashland  Ave.  cars,  Center  Ave.  cars,  and  from  east 
boitnd  Grand  Ave.  cars  at  Halsted  St.  and  Milwaukee  Ave. 

NO.  5  A. 

West  bound  Indiana  St.  cars  issue  transfers  to  north  or  south  bound  Center 
Ave.  cars,  Ashland  Ave.  cars,  Robey  St.  cars,  Western  Ave.  cars,  and  to  west  bound 
Grand  Ave.  cars. 

NO.  5  B. 

West  bound  Indiana  St.  cars  receive  transfers  from  south  bound  Clark  St. 
Cable  cars,  from  north  bound  Desplaines  and  Clinton  cars  at  Milwaukee  Ave.,  from 
Center  Ave.  cars,  Ashland  Ave.  cars,  Robey  St.  cars  when  north  or  south  bound. 

NO.  6  A. 

South  bound  Robey  St.  cars  issue  transfers  to  east  or  west  bound  North  Ave. 
cars,  Chicago  Ave.  cars,  Division  St.  cars,  north  and  west  side,  to  Grand 
.\ve.  cars,  Indiana  St.  cars,  Lake  St.  cars,  Madison  St.  cars,  Van  Buren  St.  cars, 
Harrison  St.  cars,  to  west  bound  Ogden  Ave,  cars,  to  east  bound  Desplaines  and 
Clinton  cars  at  North  Ave.,  to  south  bound  Milwaukee  Ave.  cars,  to  east  or  west 
bound  Taylor  St.  cars,  I2th  St.  cars,  and  to  cast  bound  14th  St.  cars. 

NO.  6  B. 
South  bound  Robey  St.  cars  receive  transfers  from  east  or  west  bound  Fuller- 
ton  Ave.  cars.  North  Ave.  cars,  from  east  or  west  bound  Desplaines  and  Clinton 
cars  at  North  Ave.,  from  east  or  west  bound  north  or  west  side  Division  St.  cars, 
and  Chicago  Ave. -cars.  Grand  Ave.  cars,  Indiana  St.  cars.  Lake  St.  cars,  Madison 
St.  cars,  Van  Buren  St.  cars,  Harrison  St.  cars,  from  west  bound  Ogden  Ave.  cars, 
and  from  east  or  west  b5und  Taylor  St.  and  12th  St.  cars. 

NO.  6  A. 

North  bound  Robey  St.  cars  issue  transfers  to  east  or  west  bound  uth  St.  cars, 
Taylor  St,  cars,  to  east  bound  Ogden  Ave.  cars,  to  east  or  west  bound  -Harrison  St. 
cars.  Van  Buren  St.  cars,  Madison  St.  cars.  Lake  St.  cars,  Indiana  St.  cars.  Grand 
Ave.  cars,  to  both  north  and  west  side  Chicago  Ave.  cars.  Division  St.  cars,  to 
North  Ave.  cars,  and  to  east  or  west  bound  Fullerton  Ave.  cars,  to  north  or  south 
bound  Desplaines  and  Clinton  cars  at  North  Ave. 


APPENDIX  291 


NO.  6  B. 


North  bound  Robey  St.  cars  receive  transfers  from  west  Ixiviiul  14th  St.  cars, 
from  cast  or  west  bound  I2tli  St.  cars,  and  Taylor  St.  cars,  from  east  bound  Ogden 
.•\ve.  cars,  from  east  or  west  bound  Harrison  St.  cars,  Van  Burcn  St.  cars,  Madison 
St.  cars.  Lake  St.  cars.  Indiana  St.  cars.  Grand  Ave.  cars,  and  from  north  or  west 
side  Chicago  Ave.  and  Division  St.  cars,  from  west  bound  Milwauke  Ave.  cars, 
and  from  east  or  west  bound  North  Ave.  cars,  and  from  east  and  west  bound  Des- 
plaines  and  Clinton  cars. 


292 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


APPENDIX  G. 


Streets  on  Winch  Tracks  of  Chicago  City  Railway  Company  are  Laid,  and 
Distances  in  Feet  of  Street  and  Single  Track. 


STREET 


FROM 


FEET 


Van  Bureii  street Wabash  avenue 

18th  street Indiana  avenue 

21st  street State  street 

22nd  street Cottag'e  Grove  avenue. 

26th  street Cottagre  Grove  avenue . 

2')th  street South  Canal  street 

31st  street Lake  avenue. 


.Clark  street 

.  State  street 

.Dearborn  street. 
.Chicago  river. .. 
.  Halsted  street  . . 
.Wallace  street.. 
.Archer  avenue 


3Sth  street Cottag'e  Grove  avenue California  avenue 

38th  street Archer  avenue Central  Park  avenue. . 

39th  street Cottage  Grove  avenue Halsted  street 

Root  street State  street Halsted  street 

43rd  street Lake  avenue State  street 

47th  street Lake  avenue Kedzie  avenue 

51st  street Grand  boulevard Stewart  avenue 

51st  street Wallace  street Wood  street 

55th  street Cottage  Grove  avenue Around  Loop 

59th  street State  street Leavitt  street 

61st  street Midway  and  Washington Wentworth  avenue 

63rd  street Stony  Island  avenue City  Limits 

East  63rd  street North  Loop 

East  63rd  street South  Loop 

68th  street Cottage  Grove  avenue Rhodes  avenue 

Rhodes  avenue 68th  street South  Chicago  avenue 

Keefe  avenue South  Chicago  avenue  69th  street  

79th  street Vincennes  road Halsted  street 

69th  street Keefe  avenue Western  avenue 

Vincennes  road 68th  street  79th  street 

South  Chicago  avenue Cottage  Grove  avenue Grand  Crossing 

Archer  avenue State  street City  Limits 

Cottage  Grove  avenue 22nd  street 71st  street 

Indiana  avenue 18th  street 51st  street 

Cottage  Grove  Loop North  of  Madison 

State  street  Loop North  of  Madison 

Wabash  avenue Madison  street 22nd  street 

State  street Madison  street Vincennes  road 

Clark  street Washington  street  22nd  street 

Wentworth  avenue Archer  avenue 73rd  street 

South  Canal  street Archer  avenue 29th  street   

Wallace  street 29th  street Root  street 

Halsted  street O'Neil  street 79th  street 

Main  and  Morgan Archer  avenue 39th  street 

Ullman  street 31st  street 35th  street  

Center  avenue 47th  street 75th  street  

Ashland  avenue Archer  avenue 70th  street 

Oakley  avenue 47th  street  49th  street 

Western  avenue Archer  avenue 71st  street 

Kedzie  avenue 38th  street  63rd  street 

Dearborn  street Archer  avenue 21st  street 


Cable,  34.75  miles 
Electric,  183.38  miles 
Horse,         1.87  miles 

Total,      220.00  miles  Single  Track. 


Miles  of  Street,  110. 


Feet  of  Double  Track, 
Feet  of  Single  Track, 
Miles  of  Single  Track. 


1,281 

1,355 

415 

5,064 

7,9 1 5 

875 

13,800 

22,927 

7,488 

10,655 

5,696 

7.959 

30,508 

5.067 

7,946 

7,684 

14.502 

11,359 

42,647 

1,604 

1,392 

1,653 

100 

777 

2,680 

18.925 

7,895 

3,640 

38,389 

32,842 

20,336 

2.653 

3.57b 

10.750 

41,076 

10.963 

33.560 

3.352 

8.361 

36.320 

7,745 

2.643 

18,611 

25.373 

1,050 

22.265 

16,537 

590 

580.841 

1,161.662 

220 


APPENDIX  293 


APPENDIX  H. 


Strofts  nil    wliicli  tracks  of  the   C"liic':i<f()   I'liidii  Tiartioii   Co.  arc  laiil,  ami 
distances  in  feet  of  Strojt  ami  Single  Track. 

NORTH     CHICAGO    STKKKT     KAILKOAU     CO.     SVSTKM. 


STRKET  FROM 


Ashl:iii(l  avenue Liiiculii  avenue Gracelatul  avenue 5.328  10,655 

Belnti>nt  avenue Lincoln  avenue Rolxsy  street 2.026  5.252 

C'enler  street Clark  street Lincoln  avenue 750  l,5<)o 

Chicatro  avenue Clark  street Milwaukee  avenue (),t'}S  O.j'io 

Clark  street Wasliin^on  street Illinois  street 2,771  5.642 

Clark  street Illinois  street Limits  barns 15,729  31.457 

Clark  street Limits  Barns Devon  avenue 26,642  53.2J<3 

Clybourn  avenue. Division  street Cable  terminus 10,3S6  20,773 

Clvbourn  avenue Cable  Terminus Belmont  avenue 8,090  16,18i' 

Dearborn  street Polk  street Van  Buren  street 1,687  3.373 

Dearborn  street Van  Buren  street Monroe  street 1,400  2,780 

Dearborn  street Monroe  street Randolpli  street 1,374  2.747 

Dearborn  street Randolph  street Kinzie  street 1.731  3,4b2 

Division  street -. State  street Milwaukee  avenue 10,252  20,503 

Evanston  avenue Divei-sey  street (iraceland  avenue 7.576  15.153 

Fullerton   avenue Lincoln  avenue Milwaukee  avenue 13.''46  27,892 

(larfield  avenue Lincoln  avenue Racine  avenue 4.627  4.627 

(iraceland  avenue Evanston  avenue Ashland  avenue 5.039  lo,077 

Halsted  street Chicatro  R.  H.  Branch  . Evanston  avenue 20,207  *>,413 

Illinois  street Clark  street Wells  street 802  1,(K13 

Illnois  street Wells  street Market  street 80(.  8<X> 

Indiana  street State  street Milwauki-e  avenue 5,467  10,933 

Kinzie  street State  street Market  street 2,449  4,0'"' 

Larrabee  street Chicajro  avenue Websli-r  avenue 9,2(>3  1X.530 

LaSalle  street Illinois  street Randolph  street 1,12''  2,258 

La  Salle  street Randolph  street MonnK- street 1,3«2  1,382 

Lincoln  avenue Center  street Cable  terminus 5,942  11,885 

Lincoln  avenue Writrhtwood  avenue Belmont  avenue 5,036  11.272 

Market  street Kinzie  street   Chicaifo  avenue 2.710  5.42<l 

Markc-t  street    Chicat'o  avenue Division   street 2.645  2,645 

Michiu'an  street Wells  street Mark.l  street .S05  805 

Ml >nriM- street Deart>orn  street    LaSalle  street  806  806 

North  avenue Clark  street Milwaukee  avenue 12,394  24,7s8 

Racineavenue CIvlxmrn  avenue Fullerton  avenue 2.970  2,970 

Randolph  street Dearborn  street LaSalle  street  802  8<i2 

Robev  street Belmont  avenue Rosc<m- Bmilevard 1,.^29  2.(.58 

Roscoe  lioulevard Robey  street Western  avenue 2.560  5.120 

Sedirwick  street Chicago  avenue Division  street 2.644  2.644 

Sedt'wick  street Division  street   Center  stre«-t 5.2%  10.592 

Sheflield  avenue Lincoln  avenue Clark  street 5,6<'6  11,212 

SouthiM.rt  avenue  ..   : Clvbourn  place .Clark  street 14,827  2'»,o55 

Slat.- Street Division  sir.-et Lake  street 6,558  H,116 

Wetisier  avenue Lincoln  avenue Racine  avenue 3,958  3,9S.s 

W.lls  street Randolph  street Illinois  street 2,302  4.603 

Wellsstreet Illinois  street Clark  street 9.354  18.7(»8 

Center  street Sedgwick  street Racine  avenue 5.289  5,289 


Miles  of  street.  4'i.73- 

Cable 18.23 

Electric.  75.15 

Horse .76 


262,589       498,418 


<M.14   mill--.  -ihi.''m-  ir.ick 


294  THE  CHICAGO  TRANSPORTATION  PROBLEM 

APPENDIX  H.— Continued. 

WKST    CHICAGO    STRKKT     RAILROAD     CO.    SVSTKM. 


STREET  FROM  TO  ^S5        ^c.g 


Ashland  avenue Twelfth  street Twenty-second  street 5,262  10,524 

Ashland  avenue Lake  street Clybourn  place ^^'H?  22,350 

Adams  street Center  avenue  Michifran  avenue 8,753  17,506 

Armitatre  avenue Forty-fourth  avenue Milwaukee  avenue 12.587  25,174 

Austin  avenue Center  avenue Desplaines  street 3,632  7.264 

Blue  Island  avenue Harrison  street Western  avenue 14,532  23,064 

Clvbourn  place Wood  street Ashland  avenue 1,300  2,600 

Ctiicag-o  avenue Kedzie  avenue Milwaukee  avenue 14,059  28,1  IX 

Clinton  street Twelfth  street Milwaukee  avenue 6,996  1 1,712 

Canal  street Harrison  street Canal  port  avenue 5,923  11,84b 

Canalport  avenue Canal  street Halsted  street 2,446  4,892 

California  avenue Chicag-o  avenue Elston  avenue 15.777  31,554 

Center  avenue Erie  street Austin  avenue 1,255  2,510 

Center  avenue  Adams  street Twenty-first  street 9,536  19,072 

Colorado  avenue Doug-las  boulevard Madison  street 7,024  14,048 

Division  street Mozart  avenue Milwaukee  avenue 8,615  17,230 

Desplaines  street Austin  Avenue Harrison  street 5,944  11,888 

Erie  street Ashland  avenue Center  avenue 2,610  5,220 

Eig-hteenth  street Leavitt  street ».. State  street 13,059  26,118 

Fifth  avenue Randolph  street Twelfth  street 6,221  12.442 

Franklin  street Washiny-ton   street Harrison  street 3,288  6,576 

Fourteenth  street Robey  street Canal  street 10.040  20.080 

Fortieth  avenue Grand  avenue North  avenue 1,427  2,854 

Grand  avenue Fortieth  avenue Milwaukee  avenue 22.892  45.784 

Halsted  street North  Branch South  Branch 17,570  35,140 

Harrison  street Kedzie  avenue State  street 21.201  42.402 

Jefferson  street Van  Buren  street Meagher  street 4.884  7,036 

Jefferson  street Washington  street Madison  street 490  980 

Kedzie  avenue Twelfth  street Fulton  street 7,225  14,450 

Leavitt  street Grand  avenue Chicago  avenue 1,648  3,496 

Leavitt  street Eighteenth  street Blue  Island  avenue 3.972  7,944 

La  Salle  street Madison  street Randolph  street 922.  922 

Lake  street Forty-eighth  aveuue State  street 32.2  3  64,546 

Madison  street Fortieth  avenue State  street 26.712  53,424 

Michigan  avenue Washington  street Adams  street 1.350  2,290 

Milwaukee  avenue Lake  street Belmont  avenue 30,548  61,096 

North  Avenue Fortv-sixth  avenue Milwaukee  avenue 17,273  34,546 

O'Neil  street Halsted  street West 5  7  1,034 

Odgen  avenue Fortieth  street Randolph  street 20,879  41,758 

Polk  street Canal  street Fifth  avenue 1,570  3,140 

Paulina  street Lake  street Twelfth  street 6,680  13,360 

Randolph  street Lake  street Michigan  aveuue 11.220  20,946 

Robey  street Blue  Island  avenue Eighteenth  street 3,243  6,486 

Robey  street Fourteenth  street Ful  lerton  avenue 22,044  39,825 

Sangamon  street Austin  avenue Adams  street 4,025  8,050 

State  street Madison   street Lake  street 1,350  2,654 

Taylor  street Western  avenue Fifth  avenue 15,458  30,916 

Twelfth  street Fortieth  avenue Wabash  avenue 26,963  53,926 

Twentv-first  street Douglas  boulevard Halsted  street 14,191  28,382 

Twenty-sixth  street Fortieth  avenne Blue  Island  avenue 10,802  21,604 

Van  Buren  street Kedzie  avenue State  street 21,206  42,412 

Washington  street Desplaines  street Michigan  avenue 5,339  10,678 

Western  avenue  Blue  Island  avenue Elston  avenue 31,658  63.316 

Noble  street  Milwaukee  avenue North  aveuue 5.039  10.078 

Van  Buren  tunnel Clinton  street  Franklin  street 1,564  3,128 

564,369  1,116,391 

Miles  of  street 106.89 

Cable 29.37 

Electric 175.96 

Horse 6.36 

Total 211.69  miles  single  track 

North  Chicago  and  West  Chicago  svstenis  combined: 

Cable 47.60  miles 

Electric 251.11      " 

Horse 7.12      " 

Total 305.83  miles  single  track 


APPENDIX  295 


APPENDIX  I. 


Streets    on    whicli    tracks   of  tlic  Chicago   C'oiisolitlati'il   Traction    Co.    arc 
laiil  ami  distances  in  feet  of  Street  ami  Single  Track. 

'  w  *"  n  «  ii  .a 

STKl-.KT                                       IKo.M                                              TO  tt^  t-fr. 

"--i^ 

CtMitral  avenue 25tli  stivct 2(,lli  street (K.'M,  1339.2 

Chicayi)  avenue 40th  street   Kedzie  sir.-.t 5440.0  lOXSO.O 

Chicatro  avenue 4Mli  street Harlem  av.Miiie 1(j103.S  32JO7.0 

Desplaines  avenue Madison  street 12tli  street 5(>34.S  112f>'>.o 

5tli  avenue Lake  street Madison  street 3715.5  4348.5 

5ind  street 25tli  street 3(itli  street  65'>5.«.  12728.0 

4«th  street ChicaK^o  avenue Ojrden  avenue lS3l«.2  3<>(.1S.4 

40th  street Madison  street Oyden  a  veil  m- 3U34'M>.l»  22')14.() 

Ful.  and  Ashland  a  venm  . . .  Mortran  stri-et Western  avenue '»522.7  l''045.4 

Harlem  avenue Chica^ro  avenue Madison  street 53114.3  UK^lS.o 

Harlem  avenue 31st  street Oyden  avenue 4401.0  4b3I.O 

Kedzi<-  avenue Kulton  avenue Chicatro  avi-nue  3328.2  MiSuA 

Lake  Street 4Stli  street 5tli  avenue 25707.1  51018.') 

.Madison  street 40tli  street I'llh  street 35563.7  (i3l7'>.l 

.Monroe  street Canal  street Mor>ran  stre>-t 3312.''  6025.8 

Mor«-an  street .Monroe  street Fulton  street 2307.8  4615.6 

19th  avenue Madison  street C.  &  N.  W.  R.  R 4213.8  4408.0 

Oirdeii  avenue 40th  street 48tli  str.el 5757.7  1  5i5.4 

Otrden  avenue Harlem  avenue Lyons  a\enue 6715.0  10'>70.5 

Kidtreland  a  venm- 26th  street Stanley  street 2752.4  55i>4.8 

Stan  lev  street Kidj^-eland  street Harlein  avenue 5<>41.0  11282.0 

St.  Charles I'Jth  street 5th  avenue 4728.6  4873.2 

31st  street 40tli  street   44tli  streit    2636.5  5273.0 

12th  street 40th  street  Desplaines  street 25505.4  52521.8 

26lh  street 4ntli  street   4sth  street   .=^281.6  10563.2 

26th  street Central  avenue Rid-feland  avenue  5328.8  l(Ki57.6 

25th  street 48th   street Central  avenue 5365.0  10730.0 

Hal  moral  street Kohev  street Kavenswood  avenue 1363.0  272<«.0 

I  {el  111  I  lilt  avenue Halsti-d  street  Lincoln  avenue .=^2''2.o  105,S4.0 

lii-linoiii  avenue Ridjey  street .Mil w.inke.'  av.-nue 12402.8  24805.6 

California  avenue Helmoiit  avenue Koscoe  avenue ir*1.2  2331.2 

Chicatro  avenue Devon  avenue Dempster  street 15'».=^.3  3rH>8.(, 

Central  av»-iiui- Sherman  avenue I  ten  net  t  street 7'>l3.2  1.n82(i.4 

Clybourn   place Clybourii  I'l Flstoii  avenue 2272.0  4544.0 

Crosliy  .ivi-nue Larral>ee  street Division  street 1848.7  3()'>7.4 

Crawford  street KIston  avenue Cemetery 6.s2"».o  136.58.0 

Devon  avenue Evanstmi  a  venm- Chica^'oa  venue 27(i4.5  .552'i.O 

Kim  street Franklin  street Crosby  street  2<kS'I.3  .^378.6 

KIston  avenue Milwaukee  ave Montrose  avenue 31542.3  6.''064.6 

Krie  street Franklin  street Hridtre 22<i0.7  4521.4 

K  van  St  on  avenue (iraceland  avi-nue Devon  avenue 164<>1.6  .'?2''23.2 

Franklin  street Kiiizie  strei-i KIni  strei-t .sOiKi-5  Kdioi.o 

Irviiitr  i»ark Ashland  avenue Dunnini.'  street 3323<i.3  (^>472.4 

Kiiiu'-bury Chicago  avenue  ICrie  sirei-t 'M5.7  |.S"M.4 

Law  ri- nee  avenue Kvaiisioii  avi-nue Milwaukee  a  venm-  27644..»  .'!528.s.«( 

Lincoln  avenue Helniont  avenue N.5'Mh I52.5I.1  3'mi2.2 

-Milwaukee  a  venue Loiran  si| Lawrence  avenue 2li.^*i.o  42316.0 

Montrose  avenue Kvanston  avenue Stewart  aveiiui- 23'»<>4.'>  47''2'l.8 

Kavenswood  ave lialmoral  :ivenue llryn  Mawr  avenue i488.3  4')76.(. 

Kohey  street Irvinir  l»ark  Ital moral  avenue •t3l5.1  18o.i<>.2 

Sherman  avenue Dempster  street Central  Avenue K3'M.5  16783.0 

Western  avi-nui- KIston  aveinn- n<-lnioiit  avenue 18m.o  3<i(M.O 

Dempster  street Chica>ro  avenue Sherman  avenue 222.2  444.4 

Total  F.et            .  4'».V»8.1  '•.57wi7.2 

Total  Miles  '»3.48  181.38 

Total  Feet  Outside  Citv  Limits lS4.4to..'»  28,^,804.1 

Total  Miles  Outside  of  City  Limits 2*i.24  .5.^.75 

Total  Feet  Inside  uf  Citv  Limits 33'».I87.8  673.W.3.1 

Total  Mills  Inside  of  Citv  Limits    64.24  J27.63 


296 


THE  CHICAGO  TRANSPORTATION  PROBLEM 


APPENDIX  J. 


Streets  recommended,  on  which  to  constrnct  Tracks  in  the  creation  of  the 

system  outlined  in  Part  5,  showing  Mileage  of  Street,  Type  of  Track 

and  amount  in  Feet  and  Miles,  giving  amount  to  be  constructed 

in  Subways  and  amount  of  Underground  Conduit  Type  for 

terminals  and  distributing  system  in  business  center. 


STREET 


FROM 


TO 


Distance 

in  feet  of 
Double 
Track 


79th  street Vincennes  avenue Halsted  street 

69th  street Western  avenue Keefe  avenue 

Keefe  avenue 69th  street  Sixty-eigrhth  street 

68th  street Keefe  avenue Cottage  Grove  avenue 

63rd  street Central  avenue Stony  Island  avenue 

S9th  street Leavitt  street State  street 

61st  street State  street Washington  avenue 

Washing-ton  avenue 61st  street Sixtieth  street 

Jefferson  avenue 62nd  street Sixty-fourth  street  S.  T.  . .  . 

64th  street Jefferson  avenue Jackson  Park  avenue  S.  T . 

62nd  street Jefferson  avenue Jackson  Park  avenue  S.  T . 

Jackson  Park 64th  street  Sixty-second  street  S.T.. . 

So.  Chicago  avenue  Cottage  Grove  avenue Illinois  Central  railroad 

SSth  street Cottage  Grove  avenue Lake  avenue 

Jefferson  avenue SSth  street Private  court  S.  T 

Private  Court Jefferson  avenue Lake  avenue  S  .T 

Lake  avenue Private  Court Fifty-fifth  streets.  T 

SI  St  street Wood  street Indiana  avenue 

SOth  street Indiana  avenue Cottage  Grove  avenue..-..  .■. 

52nd  street Cottage  Grove  avenue Lake  avenue 

47th  street Kedzie  avenue Lake  avenue 

43rd  street State  street Lake  avenue 

Root  street Stock  Yards State  street 

39th  street Halsted Cottage  Grove  avenue 

38th  street Central  Park  avenue Archer  avenue 

35th  street  California  avenue Cottage  Grove  avenue 

31st  street Pitney  Court Illinois  Central  railroad 

Pitney  Court 31st  street Archer  Avenue 

29th  street  Wallace  street Canal  street 

26th  street  Halsted  street Cottage  Grove  avenue 

22nd  street Indiana  avenue 46th  avenue 

2lst  street Douglas  Pk.  Blvd Halsted  street 

18th  street  Leavitt  street Indiana  avenue 

26th  street  48th  avenue Blue  Island  avenue 

14th  street Robev  street Canal  street 

12th  street 60th  avenue 5th  avenue 

Taylor  street Western  avenue Canal  street 

Harrison  street 48th  avenue Chicago  River 

Van  Buren  street Kedzie  avenue Chicago  River 

Adams  street Center  avenue Chicago  River 

Madison  street 60th  avenue Chicago  River 

Washington  street Desplaines  street Jefferson  street 

Randolph  street Ogden  avenue Chicago  River 

Lake  street 6'ith  avenue Chicago  River 

Grand  avenue North  avenue Cliicagu  Kiver  

Indiana  avenue Chicago  River Nortli  State  street 

Chicago  avenue 60th  avenue North  Clark  street 

Division  street California  avenue North  Clark  street 

North  avenue 46th  avenue North  Clark  street 

Armitage  avenue 44th  avenue Elston  avenue 

Clybourn  place Ashland  avenue Clybourn  avenue 

Center  street Racine  avenue North  Clark  street 

Fullerton  ave, 44th  avenue North"  Clark  street 

Diversey  ave.  or  parallel  St..  44th  avenue North  Clark  street  .  ,s.,. .. . 


2,680 

18,925 

777 

1,653 

42,647 

14,502 

9,537 

516 

2,996 

3,640 

7,684 

11,901 
3,9b0 
4,752 

30,508 
7,959 
5,696 

10,055 
7,488 

22,927 

13,800 

875 

7,915 

31,680 

14,191 

15,840 

16,082 

10,040 

38,016 

12,672 

29,040 

18,348 

5,280 

36,960 

320 

7,128 

37,060 

27,060 

3,432 

38,808 

18,216 

29,667 

18,480 

2,904 

6,204 

25,872 

2S,3<4 


APPENDIX 
APPENDIX  J.— Continued. 


297 


STRKKT 


TO 


Distance 

ill  F.it  of 

Double 

Track 


Belnuml  avenue Milwaukee  avenue Halsled  street 

Addison  street Milwaukee  avenue Halsted  street  

Irving-  I'k.  Hlvd Sixtieth  avenue Evanstoti  avenue 

Montrose  avenue Forty-eiirhth  avenue PZvanston  avenue 

Lawrence  avenue Milwauki-e  avenue Evanston  avenue 

Balmoral  avenue Robev  street E.  Raveiiswood  Park 

Devon  avenue North  Clark  street Evanston  avenue 

Fifty-sixth  street State  street 

Fifty-sixth  street Stony  Island  avenue 

Cottatfe  drove  avenue Seventy-tirst  street  .  . 

Indiana  avenue Sixty-third  street.  . . . 

Vincennes  avenue Seventy-ninth  street. 

Stati-  street Vincenni 

Wabash  avenue Twentv- 


. . .  South  Park  avenue   

.  . .  Lake  avenue 

.  . .  Twenty-second  street  . . . 

.:  EifhleVnth  street 

.  ..State  stn-et 

venue Fourteenth  street 

nd  street Fourteenth  street 


Viiuennes  avenue Thirty-tifth  street Forty-third  streol  .  . . 

St.  Lawrence  avenue Forty-third  strei-t Fifty-lirst  street 

Lake  avenue    Forty-seventh  street Fifty-sev<-nth  street. 

Stony  Island  avenue Fifty-sixth  street Sixty-second  street.  . 

Clark  street Twenty-second  street Fourteenth  street.  . . . 

Went  worth  avenue Vincennes  avenue Archer  avenue 

Wallace  strei-t Root  street Twenty-ninth  street. 

Canal  street Twenty -ninth  street Archer  avenue 

Canal  street Eia-lite«Mith  street Harrison  striet 

Clinton  street Harrison  street Mill  avenue 

Desplaiiies  street Harrison  street Mill  avenue   

Archer  avenue    Forty-eifrhlh  avenue '. .  .State  street 

Canal  port  avenue Halsted  street  Eitrhteenth  street  .. . 

N.  State  street Indiana  street North  avenue 

N.  Clark  street Indiana  street Howard  avenue 

Wells  street Indiana  street N.  Clark  street 

Orleans  street Indiana  street Division  street 

Sedfwick  street Chicaj^o  avenue Center  street   

Larrabee  street Chicajfo  avenue Lincoln  avenue 

Evanston  avi-nue Clark  stn-et Halstj-d  street 

Evanst<in  avenue Halst<-d  street Devon  avenue 

Halsted  stn-et Sev>-nty-ninth  street Evanston  avenue.  . .. 

Sliefliehl  avenue Lincoln  avenue N.  Clark  street 

Racine  avi-nue Civ  bourn  avenue FulU-rton  avi-nui-. ... 


South|>ort  avenue Cly bourn   place North  Clark  stn-et- 

Center  avenue Sevi-nt  v-lifth  street Milwauki-e  avenue 


Ashland  avenue Sixty-ninth  street Twelfth  street 

I'aulina  street Twelfth  street Lake  street 

Ashland  avenue Lake  sin-<-t Clylmurn   placi- 

Ashland  av<-nue Belmont  street  Irvinj,'  Park  boulevard. . . 

Robey  slrei-t Sixty-iiitith  street Kalnioral  avenue 

E.  Ravens WfMid  I*k Balmoral  avenue Ent    Rose  Hill  (.  enK...  . . 

Leavitt  stn-et Blue  Island  avenue Eifhti-i-nth  street 

Western  avenue Seventy-first  stn-et Lawrence  avenui- 

California  avenue Twenty-sixth  street Belmont  avenue 

Kedzie  avenue Sixty-lhiril    street Elston  avi-nue 

■Ktth  av€-nui- Tliirtv -llrst  street Bryii  Mawr  avenue 

•Wth  avenue Twenty-sixth  street (hicau'o  avenue 

Lincoln  avenue   Centi-r  street North  Filty-nintli  street. 

Cly  bourn  avi-nue Division  street Belmont  stn-i-t 

Elston  avenue Milwauk<-e  avenu(> Montrose  avi-nue 

Milwaukei-  avenue Laki-  stn-i-l  Lawrence  avi-nue. 

Colorado  avenue Forty -eiir lull  avenue Mailison   street 

Oirden  avenui-  Forty-«-i(,'lit h  avenue Randolph  street 


Distance 


>n  str.-«-t,  fi-et  doub't 
Feit  siimle  track  . 
Miles  sint;lt-  track . 


3.7<7,t34 

7(W  6.H-I0I) 


Sl'MM  AK'V  or   APPENDIX  J. 


Street  Mili-aee...                                          I.H73,5t7  fwt  354..H4  miles 
Track  Mileaire: 

Overhead  tndl.-y  3,747.134  feel  7(»'».W<  miles 

Overhead  trolley  or  third  rail  in 

subway '. 7^,S2t»  fitl  IS.iXi  nuU'K 

Total  Overhead  Tndley 3,8]6,(i54  feet  7i4.74  miles 

Undi-rirround  Conduit  termlnalH  and 

distributing  system 111.300  fe»M  21.t)7  mHe« 

Total  Single  Track   3,'>37.'»54  fi-et  745.XI  miles 


10,032 

22,'>6.s 

33,702 

23,802 

26,02S 

l,3b3 

2,764 

2,640 

21 K) 

32,S42 

27,720 

7,805 

33,792 

3.060 

5,2«0 

5,280 

6.336 

3,606 

3,060 

33,560 

8,361 

3,354 

5,023 

4,356 

5,016 

38,38'» 

2.446 

6.864 

5ii..i'»ii 

.H.T12 

4,2:4 

7,656 

0,108 

7,037 

I7,e4(i 

74,1  CIO 

2."i70 
14.^24 
40,632 
3 ',060 

6,6*'0 
11.175 

S.32.S 
75.240 

2,4»8 

3.'»72 
72,864 
3'.7«»2 

50,400 
53.32.'< 
18,216 
26.8n<» 
18.476 
31.542 
51.706 
13.S96 
26.636 

I..S73.5«>7 


INDEX. 


A 

Ai^R'ciiK'nt,  Cit\    (»f  C'liicao^o,  Uion  J.  Arnold 9 

Appeiuliccs    2^i.j 

A])i)ciulix   A — J'rrsriu     KdUles,    1a'11|l;i1i    <>f    KduikI    Trip,    Tinu' 

and  .\unil)er  Cars  C.  I'.  T.  Co _'4i 

Ap])(.'ndi.\    r> — Trcscni  Kouies.  I.enmtli  nf  Ivonnd  Trip.  Time  and 

Xunihor  (.'ars  C.   C.    I\\ .   Cn 255 

Appendix  C — ReconiniendcHl    Routes   fur  Xew   System 23^) 

A])])endix   1) — Recommended  Terminal  Routes  for  Present  (  )p- 

cration 2^() 

Ap])endix   l-" — i'oints  ai    Which   Transfers  Are   issued  and    Re- 
ceived. C.   C.    R\ .   Co 2Cm 

A|)pendix   1' — I'oinis  at    Which   Transfers  Are   Issued  and   Re- 

cei\ed.    C.    ['.   T.   Co 2J\ 

A])pen(lix  Cj — Track  Mileai^e  of  (.\  C.   R\ .  Co 2ij2 

Appendix  H — Track  Mileage  of  L\   I'.  T.  C"o J<;3 

Ap])en(lix     I — Track  Mileage  of  C.  C.  T.  Co 21^3 

Appendix    j — Streets    Reconunended    i»n    Which    to    Construct 

Tracks   for    Xew    System 3/1 

Acknowledgement  of  Assistance    1,^.  15 

Authority    for   Contract    7 

B 

lerlin.     ropulalion.     h'ig.    J^ Si> 

'.ridges,  Capahle  of   j  iandling  'iVaftic 4.^ 

5ri(lges.  'I'eams  at   grades    4K 

loston,  (icncral  plan  of  Street   Railways 2  J, 

irooklyn.  Ceneral  plan  of  Streit    Railways 2i, 

Uockades  hy  Teams    4<; 

'.oulevard.   I.aSalle   Street    i-'3 

'.usiness  Center,  governs  transportation    25 

'.usiness   Center,   distrihuting  system    1  10.  1 -'.^ 

>usiness  Centi-r.   distriliutinij  >,\s(cni   in    >n1i\\.i\N l>i 


Channel   of    River    iinniedialel\    deepened 15 

Causes  for  demand  for  chan.ge  in  transportation  facilities 2^ 

Causes  for  present  unsatisfactory  conditions 2(\  31 

299 


300  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Causes  for  Elimination  of  Cable 37 

Capacity  of  Terminals  recommended 43 

Capitalization  C.  U.  T.  Co 103 

Cable  operation  limits  use  of  terminal  facilities 32 

Cable  Cars,  how  operated 33 

Cable,  objections  to    37,  38 

Cable,  Elimination  recommended    39 

Cable  lines  transformed  into  Electric  Conduit  System 158 

Cable  Track,  cost  of 185,  186 

Car  Traffic,  impeded  by  Teams 49 

Cars,  Number   in  operation    32,  241 

Cars,  How   operated    32,  241 

Cars,  How  to  route" 40 

Cars,  Type    recommended    40,  47 

Cars,  Double  track  desirable 47 

Cars,  Open  not  necessary    47 

Cars,  Single  track  advisable  for  short  lines 47 

Cars,  Noncombustible  in  subways    48 

Chicago,  General  Plan  of  Street  Railways 23 

Chicago  Consolidated  Traction  Co. — 

Territory   served    28 

Ordinance   rights    28 

Track   mileage    295 

Chicago  City  Railway  Co. — 

Estimated  cost  to  reproduce  present  property 22,  196 

Estimated  value  of  present  property.  ...    22,  196 

Territory    served    27 

Cars,  how  operated    36 

Cost  to  abandon  Cable   40 

Track  Mileage,  Fig.  2,  Table  3 ~,S,  59 

Track  Mileage  of  tracks  constructed 292 

Passengers  carried.  Table  5,  Fig.  4 59,  61 

Rides  per  Capita  per  annum,  Table  6,  Fig.  5 63,  64 

Passengers  per  Mile  of  Track,  Table  7,  Fig.  6 65,  66 

Passenger  Receipts,  Table  8,  Fig.  7 66,  67 

Gross  Receipts  per  Mile  of  Track,  Table  9,  Fig.  8 68,  70 

Miles  operated  per  Year,  Table  10,  Fig.  9 69,  70 

Miles  operated  per  Mile  of  Track  per  Year,  Table  11,  Fig.  10.70,  71 

Gross  Receipts  per  Mile  operated,  Table  12,  Fig.  11 /2,  y^ 

Operating  Statistics,  Table    16 100 

Payments   under   ordinances    loi 

Valuation  present  plant    196 

Value  expiring  grants   205,  227 

Value  unexpired   grants    205,  227 

Present  Routes  and  Cars  operated 255 

Terminal   Routes    260 

Points  at  which  transfers  are  issued  and  received 261 


INDEX  301 

Chicas:"  In  ion  Traction  Co. — 

Estimated  cost  to  reproduce  ])resuu  i)n>i)eriy 22,  200 

Estimated   value  of  present   ])n)pei  ty 22,  200 

Tcrriti)r\-    served     27 

(."ars,  li(  i\v  oi)erated    32 

Cost  to  abandon  Cal)le 40 

Track  M  ileage.  V'vg.  2,  Table  3 58,  59 

Track  Mileage  of  tracks  constructed 293 

Passengers  carried,  Table  5,  Fig.  4 59,  61 

Rides  per  Capita  per  annum.  Table  6,  Fig.  5 63,  64 

Passengers  per  Mile  of  Track,  Table  7,  Fig.  6 65,  66 

Passenger  Receipts,  Table  8,  Fig.  7 66,  67 

Cross  Receipts  per  Mile  of  Track,  Table  9,  Fig.  8 68,  70 

Miles  operated  per  Year,  Table  10,  Fig.  9 69,  70 

Miles  operated  ])er  Mile  of  Track  per  Year,  Table  1 1,  Fig.  10.70,  j\ 

Gross  Receipts  per  Mile  operated,  Table  12.  Fig.  11 y2,  jt, 

Operating  Statistics,  Table   17 100 

Pavments  under  ordinances   loi 

Cai)italization  and  Fixed  Charges 103,    104,  T05 

X'aluatiiin   present   ])lant    2CX) 

\alue  expiring  grants    205,  229 

X'alue   unexpired   grants    205,  229 

Present  Routes  and  Cars  operated 241,  250 

Terminal   Rcnites    259 

Points  at  which  transfers  are  issued  and  received 271 

Contract  Authorized    7 

Contract  for  services,  P>ion  J.  .Xrnold <) 

C(jmmittee,  members  of   '2 

Committee,  consi<leration  shown  by    ^S 

Conclusi(^ns    summarized    '7 

Conclusions  regarding  Rails    180 

Comparison,  Growth  of  Chicago  and  (  )tlur  C'ities 83 

Concrete  Road   Bed 181 ,  193 

Cost  of  unified  surface  and  subway  Street  Railway  system i<h  231 

Cost  of   Underground  Conduit   System    20.  i(>4 

Cost  of  ( )verhead  Trolley   System    20,  191 

Cost  of   Reproducing  present  i)lanls    22,    !(;<•  to  204 

Cost  of  Track   Construction,    Cable    185,  180 

Cost  of  Track  Construction,  4,'  .--inch    Kail     187 

Cost  of  Track  Construction,  6-inch    Kail     188 

Cost  of  Track  Construction,  7-inch    Kail     189 

Cost  of  Track  Construction,  (;-inch    Kail     190 

Cost  of  Track  Construction,  Concn-te  I'.eam   i<;3 

Cost  of  Track  Construction.  Conduit    "M 

K'nst  of  Overhead  Trolley  Construction    !'>• 

Cost  of  Paving    ">- 

Cost  of  New   System    -3' 

Cost  of  Subway  Plan  No.  i    233 


302  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Pafjre. 

Cost  of  Subway  Plan  No.  2  236 

Conduit  system  feasible 20,  41,   156 

Conduit  system  district  desirable 20,     41 

Conduit  system,  Relative  Merits 41 

Conduit  system,  Cost   20,   194 

Conditions  governing  Street  Railway  Systems 23 

Congestion,  Causes  for    25 

Consolidation  of  Management  solution  of  problem   26,   115 

Compensation,  Cash,  secondary  consideration 30 

Comj)ensation,   how    determined    99 

D 

Drainage  Canal,  Water  Power 14 

Drainage,    re-arrangement    142 

Dead  Tracks,  business  center,  Map  No.  i 41 

Delays  from  team  traffic 48 

Deductions  drawn  from  Population  and  traffic  statistics 82,  83 

Depots,  transferring  passengers    124 

Depreciation    182  to  204 

Discussion,  General,  on  Street  Railway  Systems 23 

Divisional  lines.  Effect  on  Chicago's  development 24 

Divisional  transportation  companies  protect  territory 25 

Divisional   operation   perpetuated    26 

Divisional  operation  eliminated    26,  30 

Double  Truck  Cars,  desirable   47 

E 

Earnings,   Future  estimated    83,  98 

Earnings,  New  System   131 

Electric  underground  Conduit  system   20,  41,  156 

Electric  underground  Conduit  system,  cost  of 20,  194 

Electric  underground  Conduit  system  prevents  electrolysis 20 

Electric  underground  Conduit  system  desirable 41 

Electric  underground  Conduit  system  feasible 157 

Electrolysis,  no  serious  difficulty   20,  160 

Electrolysis,  Conduit  system  prevents    20,  161 

Electric  Wires  and  Cables  disposed  of 147 

Electric  Power,  lack  of  in  business  district 32 

Electric  Cars,  how  operated   32 

Elevated  Loop    22 

Elevated  Passengers  carried,  Table  13,  Fig.  12 74,  78 

Elevated,  desirable  to  incorporate  into  general  j^lan 118 

Estimates,  Future  Growth  Population    21,  83 

Estimates,  Future   Growth   Traffic    21,  83 

Estimates,  Cost  of  reproducing  present  plants 22,  196  to  204 

Estimates,  Present  value  of  existing  plants 22,   196  to  204 

Estimates,  Cable  Track  Construction  185,  186 

Estimates,  Track  Construction,  41/2-inch   Rail    187 


INDEX  30.^ 

Patre. 

Hstimatos,  Track  Construction,   ()-incli    Rail    i8S 

Estiniates.  Track  Construction,    7-incli    Rail    |S() 

Ivstiniatcs,  Track  Construction,   (>-inch    Kail    !•><) 

Estimates,  Track  Construction,  Concrete  Ream   u>,^ 

Estiniates,  Track  Construction,   I-'lcclric  Conduit    i(>4 

Estimates,  (  )verhca(l   'I'mllcy   Construction    i<ji 

Estimates,    raxinu;     \*)2 

I^stimates,   \  alue   exi)irin^-   j^rants    205 

ICstimates,  X'alue  unexpired  s^rants 205 

Estimates,  Cost  of  Xevv  System   2^^  i 

Estimates,  Cost  of  Subways,  Plan  Xo.  i 23.^ 

Estimates,  Cost  of  Sul)\va\s,   I  Man   Xo.  2 23^) 

F 

Fare,  One  in  city  limits    17,  26,  30,  107 

Fare,  One,  Company  coukl  aiiord    26,   107,  1 12 

Fare,  Multiplied,  causes  for  25,  2() 

Fare,  One,  how  accom])lislied    26,  2j,  107 

Fixed  charges,  C.  I'.  T.  Co 103 

Figure     i.   Population   of   Chicago    5'» 

Figure     2,  Track  Mileage  of  Chicago 5S 

Figure     3,   Population  per  Mile  of  Track '« 

Figure     4.  Passengers   carried    ^)i 

Figure     5,  Rides  per  Capita  per  Year   f)3 

Figure     6,   Passengers  per  Mile  of  Track    ^)5 

Figure     7,  Passenger  Receipts   (>7 

Figure     8,  Gross  Receii)ts  per  Mile  of  Track 'iS 

Figure     (.),  Car  Miles  operated  per  Year   ^><) 

Figure    10,  Car  Miles  operated  ])er  Mile  of  Track  ])er  ^'ear 71 

Figure    1 1 ,  Cross  Receipts  per  Mile  (operated 73 

Figure   12.   Passengers  carried  on  Elevated   74 

Figme    13.    Passengers  carried  ou   Surface  and    P'levated J^ 

iMgure    14,    Passengers  carried   on   Surface  ;ind    k'levated 7'' 

I'Mgures    15,  i^>.  17,  iS,  Percentage  of  increase  in  population  and  ])as- 

sengers  carried  on  v^urface  and  l'*levated  lines ~~,  ~\),  S(i,  Si 

Figure   19,  London,    population     85 

Figure  20,  London,   ])opulation    80 

I'igure  21.  London,   Creater,    ])opulation    >^~ 

Figure  22,   Paris,    ])opulatiou     88 

F'igure  2t^,   IJerlin,    ])opulation    80 

F'igure  24,    Philadelphia,    p()pulation     </^ 

Figure  2^,   Xew  ^'ork,  populatiou    «)i 

I'igure  2().   Xew  \'ork,  Crealer,  populatiou    •>2 

F'igure  2";,   Xew  ^'ork,  Creater,  ])opulatiou    <;3 

Figure  28,   Population,  Cross  Receipts  an<l  Rides  per  C'apita  74  cities  »>7 

F'igurc  29.   Philadel])hia    Rail    173 

Figure  30,   Rail   recommended   for  Chicago    174 

Figure  31,  Asphalt    against    Rail    170 

Figures  t^2,  33,  34,  35,  I'lat  Rail  Sections 177 


304  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Page. 

Figures  36,  37,  38,  39,  Girder  Rail  Sections 177 

Figure  40,  Full   Grooved  Rail    177 

Figures  41,  42,  Girder  Rail  Section 177 

Figure  43,  Brooklyn   Rail    177 

Figure  44,  Boston   Rail    177 

Figure  45,  New  York  Rail 177 

Figure  46,  Center-bearing  Rail    178 

Figure  47,  Partial  Section  Cable  Track 178 

Figure  48,  Partial  Section  Cable  Track   179 

Figure  49,  IMinneapolis  &   St.   Paul   Construction 179 

Figure  50,  Concrete   Beam   Construction   recommended 180 

Fundamental    principles    119 

G 

Galleries  in  subways  for  underground  utilities 17 

Grade  Crossings,  Eliminated,  Map  2 42 

Grade  Crossings,  Permitted,  ]\Iap  3 42 

Gas  Mains,  Rearrangement   146 

General  Discussion  of  Street  Railway  Systems 23 

General  Plans  of  Cities 23 

Grooved  Rails,  Design  recommended 20,  174 

Growth  of  Population    21,  83 

Growth  of  Traffic 21,  55  to  82 

Growth,  Comparison  with  other  cities 83 

H 
Headway  of  Cars  required    45 

I 

Inadequacy  of  present  terminals  and  service 31 

Impracticable  to  operate  more  cars  under  existing  conditions.  .31  to  37 

Immediate  Relief  planned 14 

Increase  Population  Chicago,  Table  2 59 

Ideal  System  of  Transportation    115 

J 

Joint  use  of  Tracks,  temporary  solution  of  problems 26 

Joint  use  of  Tracks  for  terminals,  Map  3 42,   112,  259 

Joint  use  of  Tracks  for  through  Routing  of  cars T08,  259 

L 

Letter  of  Transmittal    13 

Loop,  Elevated    22 

Loops,  Electric   32 

Loops,  Cable 32 

Loops,  Business  Center  terminals  recommended 40 


INDEX  305 

Loops,  Suggested.  Map  2 ^2 

Loops,  Recommended,  Map  3   42 

Loops,  Capacity  of  recommended    43,  124 

Loops,  Hourly   Capacity    44.  1 24 

Loops,  Subway    1 20 

Loops,  Surface,  recommended   1 22 

LondcMi.   \ing.,   J'opulation.   Fig.   19 83 

London.  iMig..   Population.   Fig.  20 <S() 

London.  Creater.  l\>pulation.  Fig.  21 87 

M 

Marine  traffic   considered    42.  43 

]\Iaps,  Xos.  I  to  14,  inclusive,  in  supplement  separatelx'  Ixnuid 

Mileage,  Xew  York  City   2^^ 

Mileage.  San   Francisco   23 

Mileage.   St.    Louis    23 

Mileage.  Chicago.  Table  3.  Figure  2 58,  59 

Mileage.  Xew   System    130.  2(/) 

Mileage.  C.  C.  Ry.  Co 2()2 

Mileage.  C.  U.  T.  Co 2(;3 

Mileage,  C.  C.  T.  Co 2ij^ 

Miles  operated  per  Year,  Table  10,  Fig.  9 (.ij,  70 

Miles  operated  per  Mile  of  Track  ])er  Year,  Table  1 1.  Fig.  10.  .  .  .70.  71 

N 

Xavigation.  Toi)s  of  Tunnels  removed 19.  43 

Xew  York.  General  Plan  of  Street  Railways 2  7, 

New  York,  Track  Mileage    27, 

New  York.  learnings    27^ 

New  York.  Population,  Fig.  2^   ()i 

New  York,  (keater.  Population.  Fig.  26   (;2 

New  York,  Creater,  Popidation.  b'ig.  2j   U3 

Xew  System  of  transportation 117 

Xew  System,  Results  obtained    1 20 

Xew  System,  Cost   of    1 2t).  23 1 

Xew  System,  Karnings    131 

New  System,  Recommended   R(nites    2=^(^ 

New  System.   Streets  on  which  to  construct  tracks 2</) 

New  System,  M  ileage    297 

O 

(  )nc  large  city.  Chicago  sliouM  be 2(».  30,  107 

(  )ne  fare  in  city  limits 17.  26,  30,  107 

( )ne  fare,  Companies  could  alYord 21.   107.  1 12 

( )ne  fare,  how  accomplished   2(k  27 

( )wnership.  Diversity  of   2j 

Ownersiiip,  Unification  recommended    2O 


306        THE  CHICAGO  TRANSPORTATION  PROBLEM 

Pasre. 

Operations,  Chicago  City  Ry.  Co.,  Table  i6 loo 

Operations,  Chicago  Union  Tr.  Co.,  Table  17 100 

Operations,  two  companies  combined,  Table  18 loi 

Ordinance  Authorizing  Contract 7 

Ordinance  should  be  enacted  regulating  team  traffic 49 

Overhead  Trolley,  district  prohibited   20,  41 

Overhead  Trolley,  Objections  aeesthetic   20,  41 

Overhead  Trolley,  Cost  of   20,  191 

Overhead  Trolley,  Relative  Merits 41 

Open  Cars,  not  necessary   47 

P 

Plans,  General  Plans  of  Cities 23 

Plans,  Numerous,   considered    14 

Plans,  Several   outlined 14 

Plans,  Recommended  for  immediate  relief    14,  19 

Plans,  Rerouting  surface  terminals 19 

Plan  of  New  System 19,  117 

Passengers  carried  during  different  hours  of  day 43 

Passengers  to  be  handled  per  hour 44 

Passengers  carried.  Table  5,  Fig.  4 59,  61 

Passengers  carried  per  Mile  of  Track,  Table  7,  Fig.  6 65,  66 

Passenger  Receipts,  Table  8,  Fig.  7 66,  67 

Passenger  Receipts  per  Mile  of  Track,  Table  9,  Fig.  8 68,  70 

Passenger  Receipts  per  Mile  operated,  Table  12,  Fig.  11 "ji,  73 

Passengers  carried  on  Elevated,  Table  13,  Fig.  12 74,  78 

Passengers   carried   on    Surface  and   Elevated,   Table    14.    Figs.    13 

and   14 75-76,  78 

Paris,  Population,  Fig.  22   88 

Payments  under  ordinances  by  Railway  Companies 102 

Paving,  Cost  of   192 

Plates,  I  to  15,  following  Index. 

Pittsburg,  General  Plan  of  Street  Railways 23 

Philadelphia,  Population,  Fig.  24 90 

Population,  Growth   of    21,  55 

Population,  Estimates,   future    21 

Population,  Effect  on  Street  Railway  Earnings 24 

Population,  New  Centers 25 

Population,  Distribution  and  densit}',  Map  7 52 

Population,  Chicago,  Fig.  i'.  Table  i 56,  57 

Population,  Chicago,  by  Divisions,  Table  2 57 

Population,  Chicago,  per  Mile  of  Track,  Table  4,  Fig.  3 59,  60 

Population,  London,  Fig.  19  85 

Population.  TvOndon.  Fig.  20 86 

Population,  Greater  London,  Fig.  2r %'j 

Population,  Paris,  Fig.  22   88 

Population,  r)erlin.  Fig.  23    89 

Population,  Philadelphia,  Fig.  24 90 

Population,  New  York,  Fig.  25 91 


INDEX  .^07 

Populatidii,  Greater  New  York,  Fig.  2() 92 

I'opulation.  Greater  Xew  York,  Fig.  2j 93 

I'roperty,   \  alue  of  existing   22,  \i)() 

I'roperty,  Cost  to  reproduce   22,  200 

Froljlenis  to  be  solved    2O 

l'n)l)lenis.   solution   of    26 

R 

Rails,  Grooved  Type  recommended   20,  40,  i<V) 

Rails,  Tram  Type  recommended  certain  districts 20,  40,  i(a) 

Report,  transmitted    ". 13 

Report,  summarized    17 

Repori.   I  nderlying  ideas   30 

Relief,  Immediate,  planned 14 

Recommendations   summarized    17 

Recommendations  for  improvement  of  service  under  Divi'^ional  own- 
ership     31,  39 

Recommendations  of  Tracks  to  be  built =,2 

Recommendations  for  increasing  Capacity  of  L'nion  Flevated  Loo])s.  i()y 

Recommendations,  Type  of  Rail   180 

Regulation  of  team  traffic  needed 22,  48 

River  Tunnels  abandoned    15 

River  Tunnels.   Portions  retained    15 

River  Tunnels  Inadvisable  to  lower  for  surface  railway  use 18,  42 

Routes,  Through    17 

Routing,  Elasticity    curtailed    39,  47 

Routing,  Recommended    40,  256 

Routing,   Present,   Map  4 45,  241 

Routing,  Recommended,  largely  eliminating  transfers.   Ma])  8 45 

Routing,  -Affects  efficiency  of  service 47 

Rfiuting,    lUisiness   Center   System    123 

Routing.  Terminals  for  ])resem  operating 2^i) 

s 

San    brancisco,   b'.arnings    23 

San  I'Vancisco.  Track  Mileage 27, 

San  Francisco.  General  ])lan  of  v^lreet   Railwa\s 2^^ 

St.  Fouis,  General  plan  of  Street  Railways 2^^ 

St.  Fouis,  Track  Mileage   -'3 

St.   Louis,   Earnings    -'3 

Statistics,  Deductions  drawn .S2,  X^^ 

Street  Railway  Systems,  General  discussion  and  conditions  govcrn- 

iiip:    -.^ 

S|)ccd,    .\verage    4<^ 

Schedules  and  .Average  Speed    49 

Schedules,  how  established   30 

Schedules,  how   maintained    30 

Streets  on  which  tracks  are  recommended ^2 


308  THE  CHICAGO  TRANSPORTATION  PROBLEM 

Pag-e. 

Streets,  New  System  296 

Sewers,   Rearrangement    142 

Single  fare  in  city  limits 17,  26,  107 

Single  fare,  Companies  could  atTord 21,  30,   107,  112 

Single  fare,  how  accomplished   26,  27,  107 

Single  truck  Cars,  advisable  on  short  lines 47 

Summary  of  Conclusions   17 

Summary  of  Conclusions   155 

Surface  trucks,  not  eliminated 120 

Subways    17,  133 


Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 
Subways 


Plan  No.  1 115  to  131 

Plan  No.  2 148  to  153 

not  necessary  to  construct  all  at  once 18 

Tunnels  retained  for  use    43 

System  should  consist  of 116 

Routes,  Map.  11    119,  135 

for  transferring  passengers  between  depots 124 

Detailed   description    133 

Ultimate  objects   134 

Length  of   138,  234,  236 

Constructional    features    138,   139 

Dimensions    139 

Method  of   Construction    140 

Ventilation  and  Temperature    141 

Drainage    142 

Cost  of    148,  233,  236 


Synopsis  of  Report   17 


Transmittal,    Letter   of 13 

Transportation  Committee    12 

Tram  Rails,  District  to  be  retained   20,  169 

Traffic,  Team,  needs  regulation   22,  48 

Traffic,  Growth  of  21 

Traffic,  Estimates,  Future    21 

Transportation  facilities,  best  possible  should  be  secured 30 

Transportation  facilities,  paramount  object  to  be  obtained 41 

Transportation  business,  Growth  of   21,  62 

Transportation  business,  Estimates  for  future   21 

Transfers,  Use  compared  in  different  cities 23 

Transfers,  General  discussion   127 

Transfers,  Universal  use,  temporary  solution  of  ])roblems 26 

Transfers,  Use  not  desirable 30,  52 

Transfers,  Largely  eliminated.   Map  8 45 

Transfers,  Present  L^se   50,  261 

Transfers,   Misapprehension   regarding 51 

Transfers,  Traffic  in    1 1 1 

Transfers,  Use  in  subways 126 

Tracks,  Dead  and  used  in  business  center.  Map  No.  i 41 


INDEX  309 

Vage. 

Tracks,  Widen  centers  for  use  of  larj^e  cars 48 

Tracks,  Reconiniended  to  build   52 

Tracks,  Alileaj^e,  Fig-.  2,  Tabic  3 58.  59.  292,  293,  295,  296 

Track    Rails    recommended    169 

Track  Construction   recommended    iO() 

Team  Traffic,  Reg^ulation  needed   22,  48 

Team  Traffic,  Heavy  loads  affect  street  cars 48 

Terminal  facilities  inadequate   32 

Terminals,  Electric,  how  created    39 

Terminals,  In  business  center  recommended 40,  259 

Terminals,  Suggested,  Map  2   42 

Terminals,  Recommended,  Map  3 42,  259 

Terminals,  Capacit\-  of  Recommended   43,  124 

Terminals,  Hourly  capacity  of  Loops   44,  124 

Terminals,  Subway  Loops,  Map  11 1 20 

Table     i — Po])ulation  of   Chicago    57 

Table     2 — Popidation  of  Chicago  by  divisions   =,J 

Table     3 — Track  mileage  of  Chicago   59 

Table     4 — Population  per  mile  of  track 59 

Table     5 — Passengers    carried    59 

Table     6 — Rides  per  capita  per  year   64 

Table     7 — Passengers  per  mile  of  track 66 

Table     8 — Passenger  receijHs    66 

Table     9 — Gross  receipts  per  mile  of  track 70 

Table  10 — Car  miles  operated  per  year 70 

Table   11 — Car  miles  operated  per  mile  of  track  per  year 70 

Table  12 — Gross  receipts  per  mile  operated   /2 

Table  13 — Passengers  carried  on  elevated   78 

Table  14 — Passengers  carried  on  surface  and  elevated ji^ 

Table   13 — Percentage  of  increase  in  i)opulati()n  and  passengers  car- 
ried on  surface  and  elevated   82 

Table    i() — ( )])erati()n  Chicago  City  Railway  Comi)any 100 

Table   17 — ( )])eration  Chicago  Uni<Mi  Traction  C(^mpany 100 

Table    18 — (  )])erati()n  two  companies  combined    lOi 

Table  19 — Capitalization  and  fixed  charges  of  C".  I'.  T.  C(^ 103 

Table  20 — Deducations  from  same   104 

Table  21 — Summary  of  capitalization  and  fixed  charges 105 

Traveling  jjublic.  Kights  not  protected 48 

Through  routes    17-  '^'^ 

Through  routes.  To  extend  privilege  of  one  fare 27 

Through  routes.  Recommended,  Ma])  3    42 

Trolley,  District  prohibited    20,  41 

Trollev,   Objections  aesthetic    20.  41 

Trolley,  Cost  of  -'o 

Trolley,  Relative  Merits   41 

Tunnels,    Abandoned    15.  4.^ 

Tunnels.   Portions  retained    15.    lo.  4.^ 

Tmniels.  Inadvisable  to  lower  for  surface  railway  use 18,  42 

Tunnels,   \'an    1  huiu   street -<>3 


310  THE  CHICAGO  TRANSPORTATION  PROBLEM 

u 

Pajre. 

Underground  Conduit  System 21,  41,  156 

Underground  Conduit  System,  Cost  of   20,  194 

Underground  Conduit  System,  Relative  merits   41 

Underground  Conduit  System,  Feasible   156 

Underlying  Ideas  of  the  Report   30 

Unified  Surface  and  Subway  Street  Railway  System,  Plan  of  .  .  .  .  19,   115 

Unification  of  Ownership,  Solution  of  problem 26,   115 

Universal  Transfers,  Temporary  solution  of  problem 26 

Universal  Transfers  to  Accomplish  the  Privilege  of  One  Fare 109 

Union  Elevated  Loop    22,  162 

Union  Elevated  Loop,  Ultimate  capacity 162 

L^nion  Elevated  Loop,  Capacity  limited  by  station  platforms 163 

Union  Elevated  Loop,  Suggestions  for  increasing  capacity 164 

Union  Elevated  Loop,  Conclusions 167 

Unit  Pr 
Unit  Pr 
Unit  Pr 
Unit  Pr 
Unit  Pr 
Unit  Pr 
Unit  Pr 
Unit  Pr 
Unit  Pr 
Unit  Pr 


ce  Estimates   182  to  195 

ce  Estimates,  Cable  Track   185,  186 

ce  Estimates.  Four  and  one-half-inch  rail 187 

ce  Estimates,  Six-inch  rail 188 

ce  Estimates,  Seven-inch  rail 189 

ce  Estimates,  Xine-inch  rail 190 

ce  Estimates,  Concrete  beam 193 

ce  Estimates,  Electric  conduit 194 

ce  Estimates,  Overhead  trolley   191 

ce  Estimates,  Paving   192 

V 


Value  of  Existing  Plants   21,   182  to  206 

\'aluation,  C.  C.  Ry.  Co.  plant 196 

\'aluation,  C.  U.  T.  Co.  plant 200 

A'aluation  of  Lines  Lender  Expiring  Grants 205 

W 

Water  Po\ver  from  Drainage  Canal   = 14 

Water  Pipe  System,  Rearrangement   145 


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